JPH04143429A - Idling speed controller for vehicle - Google Patents

Abstract

PURPOSE:To check a variation in idling speed by installing an intermitting time control means which controls a speed variable means so as to make the energizing rate of a switching element come to less than the desired energizing rate at time of operation of an intermittent current consumer. CONSTITUTION:A regular 18 varies the energizing rate of a switching element 19 intermitting a current flowing in an exciting coil according to the charging state of a battery 12, thereby keeping a charging capacity of this battery 12 in a specified range. Here a nonintermittent time control means 23 controls an idling speed so as to be set withing a first desired energizing rate range between both upper and lower limits where the energizing rate of the switching element 19 is preset when an intermittent current consumer 11 is not yet operated. In addition, an intermitting time control means 24 controls the idling speed so as to make the energizing rate of the switching element 19 become less than a second desired energizing rate below the upper limit of the first desired energizing rate range when the intermittent current consumer 11 is operated. With this constitution, any possible variation in the idling speed at time of operation of the intermittent current consumer 11 is thus checkable.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a vehicle idle rotation speed control device that monitors the power generation state of a vehicle generator and changes the idle rotation speed.

[Prior Art] It has been known that the idle rotational speed of a vehicle should be kept as low as possible in order to improve the fuel efficiency of the vehicle.

However, when the idle rotation speed is lowered, the output torque of the engine decreases, and the idle rotation speed becomes more likely to fluctuate in response to changes in engine load, and the engine becomes more likely to stall.

Therefore, as a technology to solve the above problems,
A technique disclosed in Japanese Patent No. 9-158357 is known. This technology monitors the power generation status of the generator and controls the idle rotation speed so that the power generation capacity of the generator is always generated in a region as close to 100% as possible. With this technology, it is possible to improve fuel efficiency by ensuring the output of the generator necessary for the electrical load and lowering the idle rotation speed to the minimum necessary.

"Problem to be Solved by the Invention" However, in the prior art, when an intermittent electrical load such as a wiper or a hazard operates, the generator output changes in response to changes in power consumption, and the idle rotation speed changes. As a result, when the intermittent electrical load is operating, the idle rotation speed varies in accordance with the 0-to-F operation of the intermittent electrical load.

In addition, if changes in the generator output are averaged using an integrating circuit or the like to suppress changes in the idle rotation speed, the idle rotation speed is reduced to the minimum necessary value and stabilized, so the engine output torque is reduced. Therefore, when an intermittent electric load is activated, the idle rotation speed fluctuates due to fluctuations in the torque load of the generator, and in some cases, the engine stalls.

An object of the present invention is to provide a vehicle idle rotation speed control device that suppresses fluctuations in idle rotation speed during operation of an intermittent electric load.

"Means for Solving the Problems" In order to achieve the above object, the vehicle idle rotation speed control device of the present invention employs the technical means shown in FIG. 1.

The idle rotation speed control device includes an excitation coil 1a that is energized to form a magnetic field, and an armature coil 1b that generates an electromotive force by a change in the magnetic field generated by the excitation coil 1a. Alternatively, a generator 1 that applies a change in magnetic field to the armature coil 1b by driving the armature coil 1b, a battery 3 that is charged by the power generated by the generator 1, and a battery 3 that is charged by the power generated by the generator 1; It includes an intermittent electric load 4 operated by the generated power or the power charged in the battery 3, and a switching element 5a that cuts off the current flowing through the excitation coil 1a, and the switching element 5a operates according to the state of charge of the battery 3. A regulator 5 that maintains the charge capacity of the battery 3 within a predetermined range by changing the energization rate of the engine 5a, a rotation speed variable means 6 that changes the idle rotation speed of the engine 2, and the intermittent electric load 4 are in operation. When the switching element 5a is not present, the switching element 5a
The intermittent electric load 4 is provided with a non-intermittent control means 7a for controlling the idle rotation speed so that the energization rate of the electric load 4 is within a first target energization rate range between a preset upper limit and a lower limit. intermittent control means 1b for controlling the idle rotation speed so that the energization rate of the switching element 5a becomes equal to or less than a second target energization rate that is less than or equal to the upper limit of the first target energization rate range when the switching element 5a is in operation; A control port 17 is provided.

[Working Coil] When the intermittent electric load is not operating, the non-intermittent control means of the control circuit controls the rotation speed variable means so that the energization rate of the switching element is within a preset first target energization rate range. to control the idle rotation speed.

In other words, when a generator is required to have a large power generation capacity,
The energization rate of the switching element is within the first target energization rate range,
Increase idle speed to generate more power. Conversely, when the generator is required to have a small power generation capacity, the idle rotation speed is reduced so that the energization rate of the switching element is within the first target energization rate range and a small amount of electric power is generated.

(7) When the intermittent electric load is operating, the intermittent control means of the control circuit adjusts the rotation speed so that the energization rate of the switching element is equal to or lower than the second target energization rate, which is the upper limit of the first target energization rate range. The variable means is controlled to control the idle rotation speed.

In other words, when the intermittent electrical load is turned on and the generator is required to have a large power generation capacity, the idle rotation speed is increased to bring the energization rate of the switching element below the second target energization rate.Then, the intermittent electrical load is turned off. Even if the generator is required to have a small power generation capacity and the energization rate of the switching element decreases, the energization rate of the switching element is below the second target energization rate, so the idle rotation speed does not decrease and remains in a high state. It will remain as . When the intermittent electric load is turned on again, the idle rotation speed is high and the energization rate of the switching element is less than or equal to the second target energization rate, so the idle rotation speed remains high. In this way, fluctuations in idle rotational speed during operation of an intermittent electrical load are suppressed.

Further, even if a circuit is provided to average changes in the output of the generator, when an intermittent electric load is operated, the average idle rotational speed increases and the output torque of the engine increases. Therefore, even if the torque load of the generator fluctuates due to the operation of the intermittent electrical load, the fluctuation of the idle rotation speed can be suppressed compared to the conventional system.

[Effects of the Invention] As shown in the above-mentioned effects, the present invention can reduce the fluctuation range of the idle rotation speed when an intermittent electrical load is operating, compared to the conventional method. Fluctuations in engine noise and engine vibration are suppressed. As a result, the comfort of the vehicle can be improved.

[Example 2] Next, the vehicle idle rotation speed control device of the present invention will be described.
An explanation will be given based on an example shown in the figure.

(Configuration of Embodiment) FIGS. 2 to 5 show an embodiment of the present invention, and FIG. 2 shows a schematic block diagram of a vehicle idle rotation speed control device.

A car includes electrical loads 10 whose power consumption is approximately constant, such as side lights, headlamps, and radios, and intermittent electrical loads 11 whose power consumption changes periodically, such as turn signal lights and intermittent wipers. The automobile is equipped with a battery 12 that supplies power to the electric load 10 and the intermittent electric load 11. This battery 12 is charged by power generation 6!14 that is driven by the vehicle running engine 13 and generated.

The generator 14 includes an excitation coil 1 that is energized to form a magnetic field.
5, and an armature coil 16 that generates an electromotive force by a change in the magnetic field generated by the excitation coil 15, and one of the excitation coil 15 and the armature coil 16 is connected to the engine 13.
Rotationally driven by. Note that the alternating current generated by the armature coil 16 is converted into direct current by the rectifier circuit 11, and then transferred to the electrical load 10, the intermittent electrical load 11, and the battery 1.
Output to 2.

The amount of power generated by the generator 14, that is, the amount of power generated by the armature coil 16, is determined by the rotational drive speed of the generator 14 and the amount of current applied to the exciting coil 15. The amount of current supplied to the excitation coil 15 is controlled by a regulator 18.

The regulator 18 includes a switching element 19 that switches on and off the current supplied to the excitation coil 15. The switching element 19 of this embodiment uses a semiconductor such as a FET or a bipolar transistor, and controls the current supplied to the excitation coil 15 by switching to zero or F depending on the energization state of the gate or base. .

The regulator 18 is a well-known device that detects the voltage of the battery 12, compares the detected battery voltage with a reference voltage, and generates a signal that increases the energization rate of the switching element 19 if the battery voltage is lower than the reference voltage. be.

The vehicle also includes a vehicle idle rotation speed control device f20 that controls the idle rotation speed of the engine 13 according to the energization rate of the switching element 19.

This control device 20 includes a control circuit 21 using a microcomputer, and a speed variable means 2 that changes the idle speed of the engine 13 based on a signal from the control circuit 21.
It is composed of 2.

The control circuit 21 includes operating programs for a non-intermittent control means 23 that operates when the intermittent electrical load 11 is not operating, and an intermittent control means 24 that operates when the intermittent electrical load 11 is operating.

The non-intermittent control means 23 detects the energization rate of the switching element 190, and ensures that the detected energization rate is within a preset first target energization rate range (for example, the upper limit is 90% and the lower limit is 70%).
%, within the diagonal lines in Fig. 3).
The idle rotation speed is changed by controlling the In other words, when the detected energization rate is higher than the upper limit of the first target energization rate range, the idle rotation speed is increased to bring the energization rate within the first target energization rate range, and conversely, the detected energization rate is The control means lowers the idle rotation speed to bring the energization rate within the first target energization rate range when the energization rate is lower than the lower limit of the first target energization rate range.

The intermittent control means 24 detects the energization rate of the switching element 19 and controls the idle rotation so that the detected energization rate is equal to or less than a second target energization rate that is set lower than the upper limit of the first target energization rate range. It controls the speed, and in this embodiment, the second target energization rate or less means the lower limit of the first target energization rate (the energization rate is 70% or less, within the shaded area in FIG. 4), that is, the energization rate is not detected. The control means increases the idle rotational speed when the detected energization rate is higher than the second target energization rate, and maintains the idle rotational speed at that rotational speed even if the detected energization rate decreases.

The speed variable means 22 is an electromagnetic actuator (not shown).
This is a well-known structure in which the idle rotational speed of the engine 13 is changed by changing the amount of intake air of the engine 13 and the throttle opening using the above.

Next, an example of the operation of the non-intermittent control means 23 and the intermittent control means 24 programmed in the control circuit 21 is as follows.
This will be explained based on the flowchart shown in FIG.

First, in step S1, it is determined from the throttle opening degree, vehicle speed, etc. whether the engine 13 is in an idle state. If the result of this determination is NO, the process returns to step S1. Further, if the judgment result is YES, step S2
, read the energization rate C of the switching element 19;
Subsequently, in step S3, it is determined whether the intermittent electric load 11 is in an operating state.

If the determination result in step S3 is No, then in step S4 it is determined whether the energization rate C of the switching element 19 is higher than the upper limit CIIAx of the first target energization rate range. In this case, in step S5, the idle rotation speed is increased by a predetermined amount (for example, 10
output a signal to increase the speed (rpm) to the speed variable means 22,
Return. Further, if the determination result in step S4 is No, in step S6, the switching element 19
It is determined whether or not the energization rate C of 10 "p-" A signal to lower the speed is output to the speed variable means 22, and the process returns.If the determination result in step S6 is NO, the energization rate C of the switching element 19 is within the first target energization rate range. Therefore, there is no need to change the idle rotation speed, and the process returns as is.

On the other hand, if the determination result in step S3 is YES, it is determined in step S8 whether or not the energization rate C of the switching element 19 is higher than the second target energization rate C□. If the result of this determination is YES, the process advances to step S5 and the idle rotation speed is increased by a predetermined amount. Further, if the determination result in step S8 is NO, the switching element 1
Since the energization *C of No. 9 is less than the second target energization rate, there is no need to change the idle rotation speed, and the process returns as is.

(Operation of Example) The operation of the vehicle idle rotation speed control device 20 shown above will be briefly explained using the graphs of FIGS. 3 and 4.

○When the intermittent electric load 11 is not operating.

When the vehicle is idling, the power generation output of the generator 14 is al, the idle rotation speed is C2, and the electric load 10 (for example, a headlight) is turned on in the state shown at point a in the graph, the generator 14 The power generation output becomes bl. Then, due to the action of the non-intermittent control means 23, point a in the graph shifts to a dotted state, and the idle rotational speed increases to b2.

Conversely, when the headlights are turned off, the power generation output of the generator 14 becomes 81. Then, due to the action of the non-intermittent control means 23, the point in the graph moves to point a, and the idle rotational speed decreases to C2.

○When the intermittent electric load 11 is operating.

When the vehicle is idling, the power generation output of the generator 14 is 01, the idle rotation speed is C2, and the intermittent electric load 11 (e.g. hazard) is activated and when the hazard is turned on, power generation is stopped. The power generation output of machine 14 is dl
become. Then, by the action of the intermittent control means 24,
Point C in the graph moves to point d, and the idle rotation speed increases to C2.

When the hazard is activated and the hazard is turned off, the power generation output of the generator 14 becomes 01.6 As the power generation output of the generator 14 decreases to C1, the energization rate of the switching element 19 decreases. However, even if the energization rate decreases, the decreased energization rate is less than or equal to the second target energization rate, so the point d in the graph shifts to the point e. As a result, the idle rotation speed does not change and is maintained at C2.

When the hazard turns on again, the power generation output of the generator 14 becomes d.
1, and point e in the graph moves to point d.

However, the idle rotation speed does not change and is maintained at C2.

When the hazard operation stops, the non-intermittent control means 23 moves point d or e to point C (within the first target energization rate range), and the idle rotation speed decreases to 02.

(Effects of the Embodiment) As shown in the above operation, the present embodiment can reduce unnecessary idling rotation and improve the fuel efficiency of the vehicle when the intermittent electric load 11 is not operating.

Furthermore, when the intermittent electric load 11 is operating, the idle rotation speed increases and does not fluctuate even if the intermittent electric load 11 repeats 0N-OFF. When the intermittent electrical load 11 is activated, the idle speed increases and the output torque of the engine 13 increases, so the intermittent electrical load 11 Even if torque load fluctuations occur in the generator 14 due to operation, fluctuations in idle rotational speed can be suppressed compared to the prior art.

As a result, fluctuations in engine noise and engine vibration that occur when the intermittent electric load 11 is operated are suppressed compared to conventional methods.
Vehicle comfort improves.

Note that the numerical values shown in the examples are for explanation, and the present invention is not limited to the numerical values in the examples.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an outline of the invention. 2 to 5 show this embodiment, and FIG. 2 is a schematic block diagram of a vehicle idle rotation speed control device;
Figures 3 and 4 are graphs showing the relationship between generator output and engine speed and excitation coil energization rate;
The figure is a flowchart showing the operation of the control circuit.

Claims (1)

[Scope of Claims] 1) (a) An excitation coil that is energized to form a magnetic field, and an armature coil that generates an electromotive force by changes in the magnetic field generated by the excitation coil; (b) a battery charged by the power generated by the generator; (c) the generator; (d) an intermittent electric load operated by the power generated by the battery or the power charged in the battery; and (d) a switching element that intermittents the current flowing through the excitation coil, the switching element changing depending on the state of charge of the battery. a regulator that maintains the charge capacity of the battery within a predetermined range by changing the energization rate; (e) a rotation speed variable means that changes the idle rotation speed of the engine; (f) (f-1) the intermittent electric load. non-intermittent control means for controlling the idle rotation speed so that the energization rate of the switching element is within a first target energization rate range between a preset upper limit and a lower limit when the switching element is not operating; (f-2) When the intermittent electric load is operating, the energization rate of the switching element is set to be equal to or lower than a second target energization rate that is equal to or lower than the upper limit of the first target energization rate range. 1. A control device for controlling an idle rotation speed for a vehicle, comprising: a control circuit having an intermittent control means for controlling an idle rotation speed.