JP6302240B2 - Alternator control device - Google Patents

Description

  The present invention relates to an alternator control device, and more particularly to a control device that controls an alternator mounted on a power unit of a vehicle provided with an idling stop device that temporarily stops the operation of the power unit when the vehicle is stopped.

  When a vehicle power unit, for example, an engine is in a so-called idle operation state due to a temporary stop of the vehicle, when the vehicle starts to run, generally, the engine torque is increased to increase the acceleration performance at the time of start running. It is necessary to secure.

  However, when starting the vehicle, the alternator mounted on the engine is activated to generate power, and a load is applied to the engine, so-called engine torque undershoot occurs, and the engine torque at the start of the vehicle is reduced. The increase may be impaired.

  As such a countermeasure, Patent Document 1 discloses an automobile engine control device for increasing the engine torque to ensure acceleration during start-up when starting a vehicle in an idle operation state. Is disclosed.

  According to the engine control apparatus for an automobile, since the output of the alternator is reduced when the accelerator is depressed while the engine is in an idling state, the engine torque is suppressed. Can be increased.

JP 2007-162510 A

  By the way, from the viewpoint of environmental protection and improvement in fuel efficiency, a vehicle including an idling stop device that temporarily stops the operation of the engine when the vehicle is stopped and restarts the engine that is stopped when the vehicle starts is known. .

  In a vehicle equipped with such an idling stop device, the alternator may rapidly generate a large amount of power immediately after the engine is restarted in order to compensate for the power consumption of the battery when the engine is stopped.

  That is, in a vehicle equipped with an idling stop device, it is assumed that an excessive load is applied to the engine due to the generator generating a large capacity when the engine is restarted, resulting in an undershoot of engine torque. The

  Therefore, in a vehicle equipped with an idling stop device, it is particularly required to increase the engine torque when the engine is restarted to ensure acceleration during start-up.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide an alternator control device that can ensure acceleration during vehicle start-up without affecting driving feeling. It is in.

An alternator control device according to the invention described in claim 1 for solving the above-mentioned problem is an idling system that temporarily stops the operation of the power unit when the vehicle is stopped and restarts the power unit that is stopped when the vehicle starts running. In an alternator control device for controlling an alternator mounted on the power unit of a vehicle having a stop device, target torque detection means for detecting a target torque of the power unit with reference to an accelerator pedal depression amount at the time of starting the vehicle. The actual torque detected by the actual torque detecting means from the target torque detected by the target torque detecting means and the actual torque detecting means for detecting the actual torque in the operating state when the power unit is restarted. Differential torque calculation that subtracts to calculate differential torque An alternator load torque detecting means for detecting an alternator load torque applied to the power unit by the alternator based on a power generation amount of the alternator, the differential torque calculated by the differential torque calculating means and the alternator load torque Target control setting means for controlling the operation of the alternator based on the alternator load torque detected by the detection means, wherein the target control setting means has a difference obtained by subtracting the differential torque from the alternator load torque being zero. The operation of the alternator is controlled so that the power generation amount of the alternator becomes smaller when the difference is larger , and the operation of the alternator is stopped when the differential torque falls below the alternator load torque.

  According to this configuration, the target torque detection means detects the target torque based on the amount of depression of the accelerator pedal when the vehicle starts running, and the actual torque detection means detects the actual torque when the power unit is restarted, The differential torque between the target torque and the actual torque is detected by the differential torque calculation means.

  The target control setting means corrects the differential torque between the target torque and the actual torque by controlling the operation of the alternator based on the differential torque, so that the acceleration performance at the start of the vehicle is ensured.

  In addition, the target torque is detected with reference to the accelerator pedal depression amount at the time of vehicle start-up, so that a good driving feeling that follows the accelerator pedal depression amount in a state where the operation of the alternator is controlled. Is obtained when the vehicle starts to travel.

  According to this configuration, since the differential torque between the target torque and the actual torque is subtracted from the alternator load torque detected by the alternator load torque detecting means, the load of the alternator is not applied to the power unit due to the operation of the alternator. The differential torque between the target torque and the actual torque can be corrected by controlling the operation. Therefore, it is possible to ensure good acceleration when the vehicle starts running.

  According to this configuration, when the difference torque between the target torque and the actual torque is less than the alternator load torque in the difference obtained by subtracting the difference torque between the target torque and the actual torque from the alternator load torque, the load caused by the operation of the alternator And the alternator is deactivated.

  Therefore, since the differential torque between the target torque and the actual torque is corrected by stopping the operation of the alternator, a good acceleration is ensured when the vehicle starts running.

According to a second aspect of the present invention, in the alternator control device according to the first aspect, when the differential torque exceeds the alternator load torque, the target control setting means maintains the operation of the alternator at that time. It is characterized by doing.

  According to this configuration, when the differential torque between the target torque and the actual torque exceeds the alternator load torque in the difference obtained by subtracting the differential torque between the target torque and the actual torque from the alternator load torque, the load resulting from the operation of the alternator Is determined not to be exerted on the power unit, and the operation of the alternator is maintained.

  Therefore, since the operation of the alternator is appropriately controlled according to the operation state of the power unit, efficient power generation by the alternator is realized while ensuring the acceleration performance when the vehicle is in a good start-up state.

  According to this invention, the differential torque between the target torque and the actual torque is calculated, and based on this differential torque, the operation of the alternator is controlled to correct the differential torque between the target torque and the actual torque. Therefore, the acceleration performance when the vehicle starts running is ensured.

  In addition, the target torque is detected with reference to the accelerator pedal depression amount at the time of vehicle start-up, so that a good driving feeling that follows the accelerator pedal depression amount in a state where the operation of the alternator is controlled. Is obtained.

It is a block diagram explaining the outline of the control apparatus of the alternator which concerns on embodiment of this invention. Similarly, it is the conceptual diagram explaining the outline of the alternator which concerns on this Embodiment. Similarly, it is a figure explaining the outline of the control of the alternator by the target control setting means according to the present embodiment. Similarly, it is the flowchart which showed the process of the control of the alternator by the control apparatus which concerns on this Embodiment. Similarly, it is a correlation diagram between the target engine torque detected by the target engine torque detecting means according to the present embodiment and the actual engine torque detected by the actual engine torque detecting means.

  Next, an embodiment of the present invention will be described with reference to FIGS. In the present embodiment, a case where the power unit mounted on the vehicle is an engine will be described as an example.

  FIG. 1 is a block diagram for explaining the outline of an alternator control apparatus according to the present embodiment. Prior to the description of the control device 20, the configuration of the vehicle 1 and the configuration of the alternator 10 of the present embodiment will be described.

  As shown in the figure, the vehicle 1 includes an engine 2 equipped with an alternator 10 as an auxiliary machine, and an engine that temporarily stops the operation of the engine 2 when the vehicle 1 stops and stops the operation when the vehicle 1 starts. An idling stop device 3 for restarting 2 is provided.

  FIG. 2 is a conceptual diagram for explaining the outline of the alternator 10 according to the present embodiment. As illustrated, the alternator 10 includes a three-phase stator coil 11 and a rotor coil 12 that rotates relative to the stator coil 11 as main components.

  The rotor coil 12 is connected to a rotor shaft provided at an end portion of an alternator pulley connected to a crankshaft (not shown) of the engine 2 via a timing belt, and rotates with the rotation of the crankshaft of the engine 2.

  The stator coil 11 and the rotor coil 12 are connected to a regulator 13. The regulator 13 controls the output voltage of the alternator 10 and controls the operation of the alternator 10 based on an electric signal from a target control setting unit 24 described later.

  Specifically, the regulator 13 applies a field current to the rotor coil 12 based on the energization signal from the target control setting unit 24 and applies to the rotor coil 12 based on the non-energization signal from the target control setting unit 24. The field current is turned off.

  When the rotor coil 12 rotates while the field current is supplied to the rotor coil 12, AC power is generated. On the other hand, even if the rotor coil 12 rotates in a state where the field current to the rotor coil 12 is not energized, AC power is not generated.

  An alternator load torque AT, which is a torque when the rotor coil 12 is rotationally driven, increases when a field current is supplied to the rotor coil 12, and is extremely negligible when a field current is not supplied to the rotor coil 12. Get smaller.

  On the other hand, the AC power generated by the rotation of the rotor coil 12 is rectified to DC power by the rectifier 14 including a plurality of diodes 14a. The rectified DC power is supplied to the in-vehicle battery 15 or used to supply power to the electrical components 16 of the vehicle 1 such as an air conditioner and a headlamp.

  The control device 20 is a device that controls the alternator 10 as described above, and as shown in FIG. 1, in the present embodiment, the control device 20 is equipped in an ECU (Engine Control Unit) 4 that electronically controls the engine 2.

  The control device 20 includes target engine torque detection means 21 that is target torque detection means that detects target engine torque TT that is target torque, and real engine that is actual torque detection means that detects actual engine torque RT that is actual torque. Torque detection means 22 is provided.

  In the target engine torque detection means 21, an accelerator opening sensor that detects the depression amount of the accelerator pedal of the vehicle 1, a throttle opening sensor that detects a throttle opening amount based on the depression amount of the accelerator pedal, the rotational speed of the engine 2, etc. The target engine torque TT at the time when the vehicle 1 starts running is detected.

  In the actual engine torque detecting means 22, the engine speed detected by the crank angle sensor is determined by comparing with the data that maps the load state determined according to the load of the engine 2, the amount of depression of the accelerator pedal, and the like. The actual engine torque RT in the operating state when the engine 2 is restarted is detected.

  Further, the control device 20 includes a differential torque calculation means 23 to which a target engine torque detection means 21 and an actual engine torque detection means 22 are connected. The differential torque calculation means 23 receives the target engine torque TT detected by the target engine torque detection means 21 and the actual engine torque RT detected by the actual engine torque detection means 22.

  In this differential torque calculation means 23, the input actual engine torque RT is subtracted from the input target engine torque TT (TT-RT), and the differential torque between the target engine torque TT and the actual engine torque RT is calculated. . The calculated differential torque between the target engine torque TT and the actual engine torque RT is input to the target control setting means 24.

  On the other hand, an alternator load torque detecting means 25 is also connected to the target control setting means 24. In this embodiment, the alternator load torque detecting means 25 detects the alternator load torque AT based on the current value generated by the alternator 10 and the engine speed, and the detected alternator load torque AT is the target control setting means. 24.

  The target control setting means 24 subtracts the differential torque between the target engine torque TT inputted from the differential torque calculating means 23 and the actual engine torque RT from the alternator load torque AT inputted from the alternator load torque detecting means 25 ( AT- (TT-RT)).

  Based on the difference obtained by subtracting the differential torque between the target engine torque TT and the actual engine torque RT from the alternator load torque AT, the regulator 13 of the alternator 10 is supplied with the energization signal or non-state from the target control setting means 24. An energization signal is input.

  Specifically, as shown in FIG. 3A, when the differential torque d1 between the target engine torque TT and the actual engine torque RT is lower than the alternator load torque AT, the alternator 10 rapidly generates a large amount of power. For example, the power consumption of the in-vehicle battery 15 when the operation of the engine 2 is stopped is supplemented.

  When this state is assumed, a non-energization signal based on the difference obtained by subtracting the differential torque between the target engine torque TT and the actual engine torque RT from the alternator load torque AT is input from the target control setting means 24 to the regulator 13. Is done.

  On the other hand, as shown in FIG. 3B, when the differential torque d2 between the target engine torque TT and the actual engine torque RT exceeds the alternator load torque AT, the alternator 10 is in a state of suppressing power generation, For example, this is a case where the power consumption of the in-vehicle battery 15 is small when the operation of the engine 2 is stopped.

  When this state is assumed, an energization signal based on a difference obtained by subtracting a differential torque between the target engine torque TT and the actual engine torque RT from the alternator load torque AT is input.

  A timer 26 is connected to the target control setting means 24. The timer 26 manages the input timing of the energization signal or the non-energization signal to the regulator 13 of the alternator 13 by the target control setting means 24.

  Next, control of the alternator 10 by the control device 20 will be described.

  FIG. 4 is a flowchart showing a process of controlling the alternator 10 by the control device 20, and FIG. 5 is a correlation diagram between the target engine torque TT and the actual engine torque RT.

  As shown in the figure, in step S1, when the engine 2 is restarted after the operation of the engine 2 is automatically stopped by the temporary stop of the vehicle 1 by the operation of the idling stop device 3, in step S2, Detection of the target engine torque TT, the actual engine torque RT, and the alternator load torque AT is executed.

  The target engine torque TT is detected by the target engine torque detection means 21, and the actual engine torque RT is detected by the actual engine torque detection means 22. On the other hand, the alternator load torque AT is detected by the alternator load torque detecting means 25.

  Thereafter, in step S3, the differential torque calculation means 23 subtracts the actual engine torque RT from the target engine torque TT to calculate a differential torque between the target engine torque TT and the actual engine torque RT, and this differential torque is greater than zero. It is determined whether or not.

  As shown in FIG. 5, when the differential torque d3 between the target engine torque TT and the actual engine torque RT is larger than 0 (TT−RT> 0), the actual engine torque RT is smaller than the target engine torque TT, and the engine Torque undershoot has occurred.

  In this case, in step S4, the target control setting means 24 subtracts the differential torque between the target engine torque TT and the actual engine torque RT from the alternator load torque AT, and determines whether or not the subtracted difference is greater than zero. The

  When the subtracted difference is larger than 0 (AT− (TT−RT)> 0), it is expected that the alternator 10 rapidly generates a large amount of power, and the engine 2 is generated by the large amount of power generated by the alternator 10. Therefore, it is determined that there is a possibility that an increase in the actual engine torque RT may be impaired due to an excessive load.

  In this case, in step S5, an energization signal for lowering the field current based on the difference obtained by subtracting the differential torque between the target engine torque TT and the actual engine torque RT from the alternator load torque AT by the target control setting means 24. , And input to the regulator 13 of the alternator 10.

  When this energization signal is input to the regulator 13, the power generation amount of the alternator 10 is suppressed and the alternator load torque AT is reduced, and the differential torque between the target engine torque TT and the actual engine torque RT from the alternator load torque AT. The difference obtained by subtracting is adjusted so as to approach 0.

  Thereafter, in step S6, the target control setting means 24 compares the voltage between the terminals of the alternator 10 and the stored voltage of the in-vehicle battery 15, and the comparison result is the voltage between the terminals of the alternator 10 and the stored voltage of the in-vehicle battery 15. Are substantially the same, or whether the stored voltage of the in-vehicle battery 15 is higher is determined.

  When the comparison result shows that the voltage between the terminals of the alternator 10 and the storage voltage of the in-vehicle battery 15 are substantially the same or the storage voltage of the in-vehicle battery 15 is higher (the voltage between the terminals of the alternator ≦ the voltage of the in-vehicle battery), Therefore, it is determined that there is a possibility that the increase in the actual engine torque RT may be impaired due to the load applied to the engine 2.

  In this case, the timer 26 is activated in step S7, and in step S8, based on the difference obtained by subtracting the differential torque between the target engine torque TT and the actual engine torque RT from the alternator load torque AT by the target control setting means 24. A non-energization signal for stopping the field current is input to the regulator 13 of the alternator 10.

  In other words, the operation of the timer 26 stops the energization of the field current to the rotor coil 12 for a predetermined time.

  When this de-energization signal is input to the regulator 13, the power generation of the alternator 10 is stopped and the alternator load torque AT is reduced, and the differential torque between the target engine torque TT and the actual engine torque RT from the alternator load torque AT. The difference obtained by subtracting is adjusted so as to approach 0.

  On the other hand, if the inter-terminal voltage of the alternator 10 is higher than the stored voltage of the in-vehicle battery 15 in step S6 (the inter-terminal voltage of the alternator> the voltage of the in-vehicle battery), it is determined that the power generation amount of the alternator 10 is appropriately suppressed. Then, the process proceeds to step S3 again.

  As described above, when the operation of the engine 2 is stopped, the alternator 10 is expected to rapidly generate a large amount of power due to the power consumption of the in-vehicle battery 15, and this power generation exerts an excessive load on the engine 2. When it is determined that there is a possibility that the increase in the actual engine torque RT may be impaired, the power generation of the alternator 10 is stopped.

  When the power generation of the alternator 10 is stopped, the alternator load torque AT becomes extremely small as negligible as described above, so that no load is applied to the engine 2 and the actual engine torque RT increases favorably. The differential torque d3 between the target engine torque TT and the actual engine torque RT is corrected.

  On the other hand, if the difference torque d3 between the target engine torque TT and the actual engine torque RT is determined to be 0 by the differential torque calculation means 23 in step S3, the actual engine torque RT matches the target engine torque TT. The normal operation state of the alternator 10 is shifted to.

  When it is determined that the difference torque d3 between the target engine torque TT and the actual engine torque RT is smaller than 0 (TT−RT <0), the actual engine torque RT is larger than the target engine torque TT, and the engine torque exceeds A shoot has occurred. In this case as well, the normal operation state of the alternator 10 is shifted.

  Furthermore, when the difference obtained by subtracting the differential torque between the target engine torque TT and the actual engine torque RT from the alternator load torque AT by the target control setting means 24 at step S4 is 0 or smaller than 0 (AT− (TT−RT ) <0) is a state where the alternator 10 is expected to suppress power generation.

  In this case, the load caused by the alternator 10 is not exerted on the engine 2, and it is determined that there is no possibility that the increase in the actual engine torque RT will be impaired, and the normal operation state of the alternator 10 is shifted to.

  In the control device 20 of the alternator 10 configured as described above, when the engine 2 is restarted, it is determined that the increase in the actual engine torque RT may be impaired due to the generator 10 rapidly generating a large amount of power. If so, power generation of the alternator 10 is stopped.

  Accordingly, the load caused by the power generation of the alternator 10 is not exerted on the engine 2, the actual engine torque RT is increased favorably, the differential torque d3 between the target engine torque TT and the actual engine torque RT is corrected, and the vehicle 1 Acceleration during starting is ensured.

  On the other hand, when it is determined that the alternator 10 hardly generates power and there is no possibility that the increase in the actual engine torque RT is impaired, the operation state of the alternator 10 is maintained.

  Accordingly, since the operation of the alternator 10 is appropriately controlled according to the operating state of the engine 2, the actual engine torque RT corresponding to the target engine torque TT is ensured, and the acceleration performance when the vehicle 1 is in good start running As a result, efficient power generation by the alternator 10 can be performed.

  Further, since the differential torque d3 is corrected so that the actual engine torque RT becomes the target engine torque TT detected with reference to the accelerator pedal depression amount, etc., good driving following the accelerator pedal depression amount is achieved. A feeling is obtained and the driver does not feel uncomfortable when the vehicle 1 starts running.

  The present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the invention. In the above embodiment, the case where the operation of the alternator 10 is controlled by the field current via the regulator 13 of the alternator 10 by the target control setting means 24 has been described. For example, the voltage of the alternator 10 is controlled by the voltage between the terminals of the alternator 13. You may comprise so that an action | operation may be controlled.

  In the above embodiment, the alternator 10 has been described as being mounted on the engine 2 when the power unit is the engine 2. For example, the alternator 10 is mounted on a power unit of a so-called hybrid type vehicle in which the engine and the motor generator are used together. It may be an alternator.

1 Vehicle 2 Engine (Power unit)
3 idling stop device 10 alternator 13 regulator 20 control device 21 target engine torque detection means (target torque detection means)
22 Actual engine torque detection means (actual torque detection means)
23 Differential torque calculation means 24 Target control setting means 25 Alternator load torque detection means d1 to d3 Differential torque

Claims (2)

An alternator control device for controlling an alternator mounted on the power unit of the vehicle having an idling stop device that temporarily stops the operation of the power unit when the vehicle is stopped and restarts the power unit that is stopped when the vehicle starts running. In
Target torque detection means for detecting the target torque of the power unit with reference to the amount of depression of the accelerator pedal when the vehicle starts running;
An actual torque detecting means for detecting an actual torque in an operation state at the time of restarting the power unit;
Differential torque calculation means for calculating a differential torque by subtracting the actual torque detected by the actual torque detection means from the target torque detected by the target torque detection means;
An alternator load torque detecting means for detecting an alternator load torque applied to the power unit by the alternator based on a power generation amount of the alternator;
Target control setting means for controlling the operation of the alternator based on the differential torque calculated by the differential torque calculation means and the alternator load torque detected by the alternator load torque detection means;
With
The target control setting means includes
When the difference obtained by subtracting the differential torque from the alternator load torque is greater than 0 , the operation of the alternator is controlled so that the power generation amount of the alternator is small,
The alternator control device stops the operation of the alternator when the differential torque is lower than the alternator load torque. The target control setting means includes
2. The alternator control device according to claim 1, wherein when the differential torque exceeds the alternator load torque, the operation of the alternator at that time is maintained.

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