JPH07310566A - Vehicle integrated electric power generation control device and method therefor - Google Patents

Abstract

PURPOSE:To provide a vehicle integrated electric power generation control device which can improve fuel consumption and engine brake effect and regenerate braking energy by combining together lock-up, fuel-cut, and alternator controls in deceleration. CONSTITUTION:When deceleration of a vehicle is detected by a deceleration detecting means 71, a deceleration signal is transmitted to a lock-up control means 76, the lock-up control means 76 begins to control lock-up based on the deceleration signal, and perfect engagement of an engine with an automatic transmission is detected by a lock-up completion detecting means 72. Hereby a lock-up completion signal is transmitted to a fuel injection control means 75 and an alternator control means 75, and at completing the lock-up, fuel is cut by the fuel injection control means 75 and simultaneously the generating quantity of electric energy of an alternator 9 is increased by the alternator control means 74.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle integrated power generation control device and method for controlling the power generation amount of an alternator driven by an engine.

[0002]

2. Description of the Related Art FIG. 16 shows, for example, Japanese Patent Laid-Open No. 4-135936.
It is a block diagram which shows the structure of the conventional vehicle integrated generation voltage control apparatus published by the publication.

In the figure, reference numeral 1 is an engine, and an intake passage 2 and an exhaust passage 3 are connected to the engine 1. Further, an automatic transmission 4 is connected to one end of the output shaft of the engine 1. The automatic transmission 4 has a torque converter 401 and a lockup mechanism 5 that transmit power through a fluid. Torque converter 401
Is the turbine 401a on the driven side and the pump 401 on the driving side
b, and the lockup mechanism 5 has a lockup clutch 5 mounted on the shaft of the torque converter 401.
a and an engaging portion 5b on the output shaft side of the engine 1 which also serves as a cover of the torque converter 401. The automatic transmission 4 and the engine 1 are connected by the engagement of the lockup clutch 5a and the engagement portion 5b. The connection between the automatic transmission 4 and the engine 1 is generally called lockup. The automatic transmission 4 is driven by a hydraulic circuit unit 6, and an electronic control unit (ECU) 7 is connected to the hydraulic circuit unit 6. The electronic control unit 7 controls the slip-up of the lock-up mechanism 5 and the lock-up connection and release control.

A throttle valve 8 is attached to the intake passage 2, and an alternator 9 is attached to the other end of the output shaft of the engine 1 via a pulley and a belt. The output voltage of the alternator 9 is controlled by the electronic control unit 7. 10 is an engine 1
A throttle opening sensor provided in the intake passage 2 for detecting the opening of the throttle valve 8; an engine speed sensor 11 for detecting the engine speed of the engine 1; The rotation speed sensors 11 are each connected to the electronic control unit 7.

Next, the operation of the conventional vehicle integrated power generation control system shown in FIG. 16 will be described with reference to the time chart shown in FIG. In FIG. 17, by fully closing the throttle valve opening, the rotation of the engine 1 is decelerated from a predetermined rotation speed to an idle rotation speed (shown simply as “idle” in FIG. 17). At this time, the slip control (or lock-up connection) is continuously performed from the predetermined rotation speed to the deceleration state, and the slip control is turned off and the lock-up connection is released before the idle rotation speed is reached. This operation is performed by the engine 1 and the automatic transmission 4
This is done because the engine 1 is loaded and the engine stalls easily when the engine is connected. To avoid this, the slip control is turned off before the engine speed reaches the idle speed as described above. The lockup connection is released. On the other hand, in the power generation of the alternator 9, the amount of power generated by the alternator is reduced except during deceleration, and the amount of power generated by the alternator is increased only during deceleration. However, when increasing the amount of power generated by the alternator, a delay timer (not shown) is used to delay the increase in the amount of power generated by the alternator 9 for a predetermined time from the start of deceleration, that is, limit the increase in the amount of power generated by the alternator 9. There is.

Next, the operation of the electronic control unit 7 will be described with reference to the time chart shown in FIG. In step S1, the values of the engine speed and the throttle valve opening are read by the sensors 11 and 10, respectively. In step S2, it is determined whether or not the region is the slip control region. If the region is not the slip control region, the process proceeds to step S3. In step S3, normal torque converter control is performed, and the process proceeds to step S4 to reduce the power generation amount of the alternator 9.

Next, when it is determined in step S2 that the slip control is performed, the process proceeds to step S5, and the slip control of the lockup mechanism 5 is performed. In this slip control, in step S6, it is determined whether or not the vehicle speed is decelerating based on the values of the engine speed and the throttle valve opening read by the sensors 11 and 10 in step S1. If it is not in the deceleration state, the process proceeds to step S4, and the power generation amount of the alternator 9 is reduced. If it is in the deceleration state, the process proceeds to step S7, and the power generation amount of the alternator 9 is reduced. Next, the process proceeds to step S8, a predetermined time is counted using a delay timer, and it is determined in step S9 whether "TM = 0", that is, whether the predetermined time has elapsed. If the predetermined time has not elapsed, the process proceeds to step S7. If the predetermined time has elapsed, the process proceeds to step S10. In step S10, the power generation amount of the alternator 9 is increased.

[0008]

Since the conventional vehicle integrated power generation control device is configured as described above, when decelerating from high speed running, the engine speed is locked up to a speed corresponding to the vehicle speed. If the lockup is pulled up, the fuel efficiency deteriorates, and if the time until the lockup is completed is extended due to disturbance such as application of electric load or mechanical load, the predetermined time is reached before the lockup is completed, Since the torque due to the increase in power generation is applied to the engine,
There was a problem such as a situation where lock-up could not occur.

Further, Japanese Patent Application Laid-Open No. 59-86433 discloses a technique of detecting the discharged state of the battery by the specific gravity of the battery fluid, prompting a downshift and rapidly charging the battery. According to this, the shift-down signal is output when the battery is in the discharged state, so that the driver can be prompted to shift-down or the transmission can be forcibly down-shifted to perform rapid charging. However, with this technology, when a downshift signal is generated during driving to force a downshift, the downshift is suddenly performed regardless of the accelerator work, resulting in poor drivability. There was a problem that fuel efficiency deteriorated because the number of revolutions increased.

Further, Japanese Patent Application Laid-Open No. 57-206239 discloses a technique for increasing the amount of power generation according to the magnitude of deceleration of the vehicle speed to improve the engine braking effect and the fuel consumption. According to this, the magnitude of deceleration can be detected by differentiating the vehicle speed, and the amount of power generation can be changed according to the detected magnitude of deceleration. However, in reality, in a vehicle equipped with an automatic transmission that uses a torque converter, the engine braking is almost ineffective, so when decelerating, the magnitude of deceleration is detected from the vehicle speed and the amount of power generation is increased according to the magnitude of deceleration. Even if it is done, it does not improve the engine braking effect or recover the braking energy, but on the contrary, the engine speed during deceleration has dropped to near the idle speed, causing an engine stall due to an increase in power generation. There was a problem that the possibility increased.

Further, Japanese Unexamined Patent Publication (Kokai) No. 60-106397 discloses a technique in which the amount of power generated by the alternator is increased and the braking energy is effectively used only when the clutch is engaged during deceleration. According to this, it is possible to detect deceleration, preferably deceleration when the clutch is engaged, or to increase the field current of the alternator when the magnitude of the electric load exceeds a certain value. However, the engine speed when the clutch is engaged is higher than when it is not engaged,
There was a problem that fuel consumption deteriorated because much fuel was used.

The present invention has been made in order to solve such a problem, and by combining lockup or clutch connection, fuel cut (cutting off fuel supply to the engine) and alternator control during deceleration, fuel consumption is reduced. It is an object of the present invention to obtain a vehicle integrated power generation control device and method capable of improving the engine braking effect and regenerating braking energy.

[0013]

A vehicle integrated power generation control device according to a first aspect of the present invention detects a vehicle speed sensor for detecting a vehicle speed of a vehicle and a throttle opening degree of a throttle valve provided in an intake passage of an engine. A throttle opening sensor,
A brake sensor for detecting ON / OFF of a brake, an engine speed sensor for detecting an engine speed, a turbine speed sensor for detecting a speed of a turbine included in an automatic transmission of a vehicle, a vehicle speed sensor, and a throttle. Deceleration detection means for detecting deceleration of the vehicle speed based on the outputs of the opening sensor and the brake sensor, lockup control means for controlling lockup of the automatic transmission, and alternator control for controlling the power generation amount of the alternator of the vehicle. Means, lockup completion detecting means for detecting completion of lockup of the automatic transmission, fuel injection control means for controlling fuel injection of the engine, deceleration detecting means and output of lockup completion detecting means Central control means for controlling each control means is provided, and an automatic transmission is provided when deceleration of the vehicle is detected. Start the lock-up control performs fuel cut to the engine when the lock-up completion, in which so as to increase the power generation amount of the alternator at the same time.

According to a second aspect of the present invention, there is provided a vehicle integrated power generation control device according to the first aspect of the present invention, in which deceleration detection means detects deceleration of the vehicle and lockup control means locks up the automatic transmission. When the engine speed detected by the engine speed sensor falls below the fuel cut release speed, the lockup control means releases the lockup of the automatic transmission and the fuel injection control means cuts the fuel cut. This is released and the alternator control means causes the alternator to generate steady power.

According to a third aspect of the present invention, there is provided the vehicle integrated power generation control device according to the first or second aspect of the invention, in which the lockup completion detecting means locks up the automatic transmission after the deceleration detecting means detects the vehicle deceleration. The alternator control means temporarily stops the power generation of the alternator until completion is detected.

According to a fourth aspect of the present invention, there is provided a vehicle integrated power generation control device according to the first to third aspects of the invention, in which the alternator control means causes the alternator to generate power for a predetermined time when the lockup of the automatic transmission is released during deceleration of the vehicle. It will stop.

According to a fifth aspect of the present invention, there is provided a vehicle integrated power generation control device according to the first to fourth aspects, further comprising an automatic transmission control means for controlling the shift of the automatic transmission, and the deceleration detection means for decelerating the vehicle. When detected, the automatic transmission control means shifts down, the lockup control means locks up the automatic transmission, and the fuel injection control means performs fuel cut to the engine.

According to a sixth aspect of the present invention, there is provided a vehicle integrated power generation control device according to the first to fifth aspects of the invention, which detects the magnitude of deceleration of the vehicle based on the output from the vehicle speed sensor, and decelerates by the alternator control means. The amount of power generated by the alternator is adjusted according to the size of the.

According to a seventh aspect of the present invention, there is provided a vehicle integrated power generation control device including a vehicle speed sensor for detecting a vehicle speed of a vehicle, and a throttle opening sensor for detecting a throttle opening of a throttle valve provided in an intake passage of an engine. A brake sensor for detecting ON / OFF of a brake, an engine speed sensor for detecting an engine speed, a connection detecting means for detecting connection of a clutch included in a manual transmission of a vehicle, a vehicle speed sensor, and a throttle opening. Deceleration detection means for detecting deceleration of the vehicle speed based on the outputs of the sensor and the brake sensor, alternator control means for controlling the power generation amount of the alternator of the vehicle, fuel injection control means for controlling the fuel injection of the engine, and deceleration Central control means for controlling each control means based on the outputs of the detection means, the connection detection means, and the engine speed sensor With the deceleration of the vehicle is detected, and, when the connection of the clutch is detected, performs a fuel cut to the engine, in which so as to further increase the power generation amount of the alternator.

According to an eighth aspect of the present invention, there is provided the vehicle integrated power generation control device according to the seventh aspect of the invention, wherein the magnitude of deceleration of the vehicle is detected based on the output from the vehicle speed sensor, and the alternator control means determines the magnitude of deceleration. The amount of power generated by the alternator is adjusted accordingly.

According to a ninth aspect of the present invention, there is provided a vehicle integrated power generation control method, which detects deceleration of a vehicle based on detection results of vehicle speed, throttle opening and brake on / off, and automatically detects the vehicle deceleration based on the detection result. This is a vehicle integrated power generation control method that performs lockup control of the transmission, performs fuel cut to the engine when the lockup is completed, and at the same time increases the power generation amount of the alternator. It is assumed that the completion of up is detected when the turbine speed of the automatic transmission is higher than the engine speed of the engine and equal to the engine speed.

[0022]

According to the present invention, when deceleration of the vehicle is detected by the deceleration detecting means, a deceleration signal is transmitted to the lockup control means, and the lockup control means locks up based on the deceleration signal. When the control is started and the lockup completion detecting means detects that the engine and the transmission are completely connected, a lockup completion signal is transmitted to the fuel injection control means and the alternator control means, and when the lockup is completed, the fuel injection is completed. The control means performs the fuel cut, and at the same time, the alternator control means increases the power generation amount of the alternator. As a result, in a vehicle with an automatic transmission, it is possible to satisfy all of the improvement of fuel consumption, recovery of braking energy, and improvement of engine braking effect during deceleration.

According to the second aspect of the invention, when the deceleration detecting means detects the deceleration and the lockup control means performs the lockup, the output signal of the engine speed sensor outputs the fuel cut release rotational speed. When it is less than, the lockup control means releases the lockup, the fuel injection control means releases the fuel cut, and the alternator control means makes the power generation voltage of the alternator a steady power generation. As a result, it is possible to prevent engine stall and prevent deterioration of fuel consumption in a vehicle with an automatic transmission.

In the third aspect of the invention, the alternator control means temporarily suspends power generation by the alternator until the deceleration detection means detects deceleration and the lockup completion detection means detects lockup completion. . Accordingly, in the vehicle with the automatic transmission, the load on the engine during the lockup control is reduced, so that the lockup operation can be performed quickly and reliably.

Further, in the invention of claim 4, when the lockup is released during deceleration, the alternator control means stops the power generation of the alternator for a predetermined time. As a result, in a vehicle with an automatic transmission, it is possible to stabilize the engine speed when releasing the lockup and reliably prevent engine stall.

Further, in the invention of claim 5, when the deceleration detecting means detects the deceleration, the automatic transmission control means performs the downshifting, and the lockup control means performs the lockup to perform the fuel injection control. Fuel cut by means. As a result, the amount of power generation can be further increased and the engine braking effect can be further improved without deteriorating the fuel consumption in the vehicle with the automatic transmission.

According to the sixth aspect of the invention, the magnitude of deceleration is detected based on the output signal from the vehicle speed sensor, and the alternator control means adjusts the amount of power generation according to the magnitude of deceleration. This makes it possible to control the amount of power generation according to the magnitude of deceleration, combine lockup and fuel cut, and control the braking force of the engine brake in a vehicle with an automatic transmission. Can be improved.

Further, in the invention of claim 7, when the deceleration is detected by the deceleration detecting means and the clutch signal is transmitted from the clutch signal transmitting means, the fuel injection control means performs the fuel cut, and The amount of power generation is increased by the alternator control means. As a result, in vehicles with a manual transmission, the clutch engagement signal is used instead of the lockup completion signal, and fuel cut control is performed when the clutch is engaged during deceleration. Can meet all of the recovery of.

According to the eighth aspect of the invention, the magnitude of deceleration is detected based on the output signal from the vehicle speed sensor, and the alternator control means adjusts the amount of power generation according to the magnitude of deceleration. This makes it possible to control the amount of power generation according to the magnitude of deceleration, combine clutch connection and fuel cut, and control the braking force of the engine brake in a vehicle with a manual transmission, which provides a deceleration feeling during deceleration. Can be improved.

Further, in the invention of claim 9, from the state of turbine speed> engine speed, turbine speed =
It is assumed that the lockup is completed during deceleration when the engine speed is reached. As a result, it is possible to reliably detect the completion of lockup in a vehicle with an automatic transmission.

[0031]

【Example】

Example 1. An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a configuration diagram showing an embodiment of a vehicle integrated power generation control device according to the present invention. In the figure, parts corresponding to those in FIG. 16 are designated by the same reference numerals, and detailed description thereof will be omitted. In the figure, an injector 15 for supplying fuel to the engine is attached to the intake passage 2. The fuel injection timing and injection amount of this injector 15 are determined by the ECU.
Controlled by 7A.

An ECU 7A is connected to the hydraulic circuit section 6. The ECU 7A controls the lockup connection and release of the lockup mechanism 5. The output of the alternator 9 is controlled by the ECU 7A. 12
Is a turbine speed sensor that detects the turbine speed of the torque converter 401 of the automatic transmission 4, 13 is a vehicle speed sensor that detects the vehicle speed of the vehicle, and 14 is a brake sensor that detects the on / off state of the brake. Are connected to the respective ECUs 7A.

FIG. 2 is a block diagram showing an example of a concrete circuit configuration of the ECU 7A. A vehicle speed signal indicating the vehicle speed from the vehicle speed sensor 13, a brake signal from the brake sensor 14, a throttle opening signal indicating the throttle opening from the throttle opening sensor 10, and a rotation speed of the turbine 401 from the turbine speed sensor 12 to the ECU 7A. And the engine speed signal indicating the engine speed from the engine speed sensor 11 are input. Of the input signals, the vehicle speed signal, brake signal, throttle opening signal,
The turbine speed signal and the engine speed signal are input to the deceleration detecting means 71 in the ECU 7A, and are input to the lockup completion detecting means 72 in the ECU 7A as outputs of the deceleration detecting means 71 and the lockup completion detecting means 72. The deceleration signal and the lockup completion signal are input to the CPU 73 as the central control means in the ECU 7A together with the vehicle speed signal and the engine speed signal.

When the CPU 73 supplies a control command to the alternator control means 74, the fuel injection control means 75, the lockup control means 76 and the automatic transmission control means 77 from these input signals, the alternator control means 74 sends the alternator 9 to the fuel. The injection control means 75 connects the injector 15 to
The lockup control means 76 is connected to the lockup control means 76 via the hydraulic circuit section 6 as shown in FIG.
The lock-up mechanism 5 shown in FIG.
Reference numeral 7 outputs a control signal for controlling the shift stage of the automatic transmission 4 shown in FIG. 1 via the hydraulic circuit section 6. Further, normal control other than during deceleration is performed by an input signal of vehicle information (not shown), control means (not shown) and actuator, and vehicle speed signal, brake signal, throttle opening signal, turbine rotation speed signal, engine rotation speed signal described above. , Deceleration signal, lockup completion signal, deceleration detection means 71, lockup completion detection means 72, CPU 73, alternator control means 74, fuel injection control means 75, lockup control means 7
6. The automatic transmission control means 77 and the actuator are combined.

Next, the operation of the vehicle integrated power generation control system shown in FIGS. 1 and 2 will be described with reference to the time chart shown in FIG. FIG. 3 is a time chart showing the vehicle speed, the engine speed, the deceleration signal, the lockup completion signal, the fuel cut, and the alternator power generation amount when the vehicle is decelerated from the predetermined vehicle speed to the stopped state.

In the figure, the vehicle travels at a predetermined vehicle speed from time t0 to time t1. At this time, the deceleration signal is off, the lockup completion signal is off, the fuel cut is off,
The alternator power generation amount is steady (for example, the adjustment voltage is 14V). Next, at time t1, the deceleration detection means 71 shown in FIG. 2 detects deceleration and the deceleration signal is turned on, and at the same time lockup control is started. Next, when the lockup is completed at time t2, the lockup completion signal is turned on, the fuel cut is turned on by the signal, and the alternator power generation amount is made large (for example, the adjustment voltage 16V).

From time t2 to time t3, the engine speed decreases in synchronization with the vehicle speed. When the engine speed falls below the fuel cut release speed at time t3, the fuel cut is turned off (fuel cut release), the alternator power generation amount is made steady, and the lockup completion signal is turned off (lockup release). .
When the vehicle speed becomes 0 at time t4, the deceleration signal is turned off. Further, if the deceleration is stopped before reaching the fuel cut speed after the time point t2 and the deceleration signal is turned off by information such as brake release and accelerator on, the fuel cut is turned off at the same time,
The alternator power generation amount is controlled to be steady, and the lockup completion signal is controlled to return to OFF.

Next, the operation of the electronic control unit 7A will be described with reference to the flowchart shown in FIG. It should be noted that in the following description, all determination functions are performed within the CPU 73. First, in step S11, the vehicle speed, the throttle opening, and the brake signal are detected by the sensors 13, 10, 1 respectively.
4 is read into the CPU 73 via the deceleration detecting means 71, and the turbine speed and the engine speed are detected from the sensors 12 and 11, respectively, by the lockup completion detecting means 72.
Is read into the CPU 73 via. And step S12
Move to. In step S12, it is determined whether or not the vehicle is decelerating based on the vehicle speed, the throttle opening, and the brake signal read in step S11. If the vehicle is decelerating, the processing proceeds to step S15. If the vehicle is not decelerating, the processing proceeds to step S13.

Then, in step S13, the normal automatic transmission 4, that is, the torque converter is controlled. Then, the process proceeds to step S14. In step S14, the alternator control means 74 causes the alternator 9 to perform steady power generation (for example, a regulated voltage of 14 V).

Further, in step 15, the engine rotation speed in the case of lockup (hereinafter referred to as lockup rotation speed) is calculated, and the calculated lockup rotation speed is a preset fuel cut release rotation speed. Whether or not it is above is determined, and if it is equal to or higher than the fuel cut release rotational speed, the process proceeds to step S16, and if not, the process proceeds to step S13. Then, in step S16, the lockup control means 76 locks up the lockup mechanism 5 via the hydraulic circuit section 6. Then, the process proceeds to step S17.

In step S17, it is determined whether the lockup is completed based on the engine speed and the turbine speed read in step S11. If the lockup is completed, the process proceeds to step S18, and the lockup is completed. If not, the process proceeds to step S14. Then, in step S18, the fuel injection control unit 75 controls the injector 15 to perform fuel cut, and the alternator control unit 74 increases the power generation amount of the alternator 9 (for example, the adjustment voltage 16V). And it ends. Further, in step S13, normal torque converter control is performed, and in step S14, power generation amount increase and fuel cut control are not executed, but steady power generation and fuel cut release are performed via the alternator control means 74 and the fuel injection control means 75, respectively. I do.

As described above, in this embodiment, in a vehicle with an automatic transmission using a torque converter, lockup is performed during deceleration, and fuel cut and power generation are increased by a lockup completion signal to improve fuel economy and braking. It is possible to satisfy all of recovery of energy and improvement of engine braking effect during deceleration. In addition, in the present embodiment, the engine stall can be prevented and deterioration of fuel efficiency can be prevented by setting the lockup release condition at the time of deceleration to the condition that the engine speed is lower than the fuel cut release speed.

Example 2. Second Embodiment Next, a second embodiment will be described with reference to FIGS. 5 is a time chart for explaining the operation of the second embodiment, and FIG. 6 is a time chart for explaining the operation of the second embodiment.
7 is a flowchart for explaining the operation of the electronic control unit 7A. In the second embodiment, the configuration is the same as that in FIGS. 1 and 2, and the operation is partially different. Therefore, only the operation different from the first embodiment will be described. From when the deceleration is detected at the time point t1, the alternator generation amount is stopped (for example, the adjustment voltage 11V) until the lockup is completed at the time point t2 and the lockup completion signal is turned on.

Next, the operation of the electronic control unit 7A will be described with reference to FIG. The different part is the case where it is determined in step S17 that the lockup is not completed. In this case, the process proceeds to step S19, and the power generation of the alternator 9 is stopped via the alternator control means 74 in this step S19. As a result,
After the deceleration detection unit 71 detects deceleration, the lockup control unit 76 starts the lockup control of the lockup mechanism 5 via the hydraulic circuit unit 6 until the lockup mechanism 5 is completely locked up. Only during the period, the power generation of the alternator 9 is stopped.

As described above, in this embodiment, the load on the engine 1 during the lockup control is reduced by stopping the power generation until the lockup is completed after the deceleration is detected, so that the lockup operation can be performed quickly and reliably. Can be done.

Example 3. Next, referring to FIG. 7, a third embodiment
Will be described. FIG. 7 is a time chart for explaining the operation of the third embodiment. In the third embodiment, the configuration is the same as that in FIGS. 1 and 2, and the operation described in FIG. 3 is partly different. Therefore, the part different from the first embodiment in the operation will be described. When the engine speed during lockup control falls below the fuel cut release speed at time t3, the fuel injection control means 75 controls the injector 15 to turn off the fuel cut, and the alternator control means 74 for a certain period until time t5. Thus, the alternator 9 is controlled to stop the alternator power generation amount.

As described above, in this embodiment, the alternator control means 7 is used when the lockup is released during deceleration.
By stopping the power generation of the alternator 9 for a certain period of time by 4, the engine speed at the time of unlocking the lockup can be stabilized and the engine stall can be reliably prevented.

Example 4. Next, a fourth embodiment will be described with reference to FIGS. 8 and 9. FIG. 8 is a time chart for explaining the operation of the fourth embodiment, and FIG. 9 is the time chart of the fourth embodiment.
It is a flow chart for explaining operation of electronic control unit 7A. In the fourth embodiment, the configuration is the same as that in FIGS. 1 and 2, and the operation described in FIGS. 3 and 4 is partly different. Therefore, only the part different from the operation in the first embodiment will be described. In FIG. 8, time t
When the deceleration detecting means 71 detects deceleration in No. 1, the automatic transmission control means 77 controls the lockup mechanism 5 via the hydraulic circuit portion 6 to perform downshifting and then lockup control. And, below, Example 1
Similarly at time t2, the lockup completion signal is turned on, the fuel injection control means 75 controls the injector 15 to turn on the fuel cut, and the CPU 73 controls the alternator 9 via the alternator control means 4. And increase the amount of power generated by the alternator.

Next, the operation of the electronic control unit 7A will be described with reference to FIG. The different part is when it is determined in step S12 that the vehicle is decelerating. In this case, the process proceeds to step S20, and it is determined in step S20 whether or not downshifting has already been performed.
If downshifted, the process proceeds to step S15, and if not downshifted, the process proceeds to step S21.
In step S21, shift down is performed. Then, the process proceeds to step S15.

The different part is the case where it is judged in step S17 that the lockup is not completed. In this case, the process proceeds to step S19, and the alternator control means 74 stops the power generation of the alternator 9 in step S19. As a result, the power generation is stopped only during the period from the start of the lockup control after the deceleration detection to the complete lockup connection.

As described above, in the present embodiment, the amount of power generation can be further increased and the engine braking effect can be further improved by shifting down during deceleration and performing lockup and fuel cut without degrading fuel efficiency. .

Example 5. Next, referring to FIG. 10, a fifth embodiment
Will be described. FIG. 10 is a graph showing the magnitude of the adjustment voltage of the alternator 9 according to the magnitude of deceleration (deceleration) for explaining the fifth embodiment. That is,
The magnitude of deceleration is calculated from the vehicle speed, the throttle opening, and the brake signal read in step S1 of the flowchart shown in FIG. 4 of the first embodiment (for example, the vehicle speed when the brake signal is on is differentiated when the throttle opening is fully closed). ).

When the calculated deceleration Gs is larger than the threshold deceleration G1, the adjustment voltage of the alternator 9 becomes the adjustment voltage V1, and the calculated deceleration Gs is between the decelerations G0 and G1 as the threshold. In this case, the regulation voltage of the alternator 9 corresponds proportionally between the regulation voltages V0 and V1. When the calculated deceleration Gs is smaller than the threshold deceleration G0, the adjustment voltage of the alternator 9 takes the value of the adjustment voltage V0. This control is performed in step S8 in FIG. 4, FIG. 6 and FIG. 9 and in step S35 in FIG.

As described above, in the present embodiment, the braking force of the engine brake is controlled by detecting the magnitude of deceleration and controlling the amount of power generation according to the magnitude and combining lockup and fuel cut. It is possible to improve the feeling of deceleration during deceleration.

Example 6. FIG. 11 is a configuration diagram showing a sixth embodiment. In FIG. 11, parts corresponding to those in FIG. 1 are designated by the same reference numerals, and detailed description thereof will be omitted. In the figure,
Reference numeral 16 is a clutch, and a manual transmission 17 is connected to the clutch 16. Reference numeral 18 denotes a clutch sensor as a connection detecting means for detecting the clutch connection.
7B is connected.

FIG. 12 is a block diagram showing an example of a concrete circuit configuration of the ECU 7B. Shows to the ECU 7B a vehicle speed signal indicating the vehicle speed from the vehicle speed sensor 13, a brake signal from the brake sensor 14, a throttle opening signal indicating the throttle opening from the throttle opening sensor 10, and an engine speed from the engine speed sensor 11. The engine speed signal and the clutch signal from the clutch sensor 18 are input. Among the input signals, the vehicle speed signal, the brake signal, and the throttle opening signal are input to the deceleration detection means 71 in the ECU 7B, and the output signal (deceleration signal) of the deceleration detection means 71,
ECU for vehicle speed signal, clutch signal and engine speed signal
It is input to the CPU 73A as a central control means in 7B, and this CPU 73A gives a control command to the alternator control means 74 and the fuel injection control means 75 based on these input signals.

The alternator control means 74 to which the control command is given from the CPU 73A controls the alternator 9,
The fuel injection control means 75 controls the injector 15.
Further, normal control other than during deceleration is performed by a control means and an actuator (not shown) and the vehicle speed signal, brake signal, throttle opening signal, engine speed signal, clutch signal, deceleration signal, deceleration detection means 71, CP described above.
U73A, alternator control means 74, fuel injection control means 75 and an actuator are combined.

Next, the operation of the vehicle integrated power generation control system shown in FIGS. 11 and 12 will be described with reference to the time chart shown in FIG. FIG. 13 is a time chart showing the vehicle speed, the engine speed, the deceleration signal, the clutch signal, the fuel cut, and the alternator power generation amount when the vehicle decelerates from the predetermined vehicle speed to the stopped state.

In the figure, from time t0 to time t1, the vehicle is traveling at a constant vehicle speed with the clutch engaged. At this time, the deceleration signal from the deceleration detecting means 71 is off, the clutch signal from the clutch sensor 18 is on, the fuel cut to the injector 15 is off, and the alternator power generation amount of the alternator 9 is steady. First, at time t6, the deceleration detecting means 7A shown in FIG. 12 detects deceleration and the deceleration signal from the deceleration detecting means 71 is turned on, and at the same time, the fuel cut for the injector 15 is turned on and the alternator 9 produces a large amount of power. To be

From time t0 to time t3, the engine speed detected by the engine speed sensor 11 decreases in synchronization with the vehicle speed detected by the vehicle speed sensor 13.
When the engine speed falls below the fuel cut release speed at time t3, the fuel cut for the injector 15 is turned off, and the alternator power generation amount of the alternator 9 is made steady. Further, when the driver releases the clutch 16 at time t7, the clutch sensor 1
The clutch signal from 8 is turned off. When the vehicle stops at time t4, the deceleration signal from the deceleration detection means 71 is turned off. If the clutch signal from the clutch sensor 18 is turned off from the time point t6 to the time point t3, at the same time, the fuel cut for the injector 15 is turned off, and the alternator power generation amount of the alternator 9 is made steady.

Next, the operation of the electronic control unit 7B will be described with reference to the flowchart shown in FIG. It should be noted that all the determination functions in the following description are performed within the CPU 73A. First, in step S30, the vehicle speed, the throttle opening, and the brake signal are detected by the sensors 13, 1
0 and 14 are read through the deceleration detecting means 71, and the turbine speed and the engine speed are read into the CPU 73A through the lockup completion detecting means 72 from the sensors 12 and 11, respectively. Then, the process proceeds to step S31. In step S31, it is determined whether or not the vehicle is decelerating based on the vehicle speed, the throttle opening, and the brake signal read in step S30. If the vehicle is decelerating, the processing proceeds to step S133. If the vehicle is not decelerating, the processing proceeds to step S32. To do. Then, in step S32, the alternator control means 74 controls the alternator 9 to perform steady power generation. And it ends.

In step 33, it is determined whether or not the clutch 16 is in the engaged state, and if it is in the engaged state, step S3
4, the process proceeds to step S32 if it is not in the connected state. Then, in step S34, it is determined whether the engine speed is equal to or higher than the fuel cut release speed, and if it is equal to or higher than the fuel cut release speed, step S35.
If it is not equal to or higher than the fuel cut release rotational speed, the process proceeds to step S32. In step S35, the alternator control means 74 increases the power generation amount of the alternator 9, and at the same time, the fuel injection control means 75 performs fuel cut on the injector 15. And it ends.

As described above, in the present embodiment, in the vehicle with the manual transmission, the clutch engagement signal is used instead of the lockup completion signal, and the fuel cut control is performed when the clutch is engaged during deceleration. It is possible to improve fuel efficiency, improve engine braking effect, and recover braking energy.

Example 7. Next, referring to FIG. 15, Example 7
Will be described. FIG. 15 is a time chart showing detection of lockup completion for explaining the seventh embodiment. During normal running, the engine speed becomes higher than the turbine speed due to slippage of the torque converter (between times T0 and T1). Next, at time T1, when the throttle is fully closed and decelerated, the engine speed drops sharply and falls below the turbine speed.

At the same time as deceleration, lockup control is started. Here, assuming that the difference between the engine speed and the turbine speed is d, the lock-up control tries to set the speed difference d to "0", so that the engine speed is increased to the turbine speed. At time T2, the rotation speed difference d becomes "0". This time is the lockup completion. As described above, in this embodiment, when the lockup completion at the time of deceleration is detected, the turbine rotation speed and the engine rotation speed are used when the turbine rotation speed> the engine rotation speed becomes equal to the turbine rotation speed = the engine rotation speed. As a result, it is possible to reliably detect the completion of lockup.

Example 8. In the first to seventh embodiments, the case where the alternator control, the transmission control, and the fuel injection control are controlled by one ECU has been described. However, each control is controlled by an independent ECU, and control lines are provided between the ECUs. It may be configured to connect with.

[0067]

As described above, according to the invention of claim 1, the vehicle speed sensor for detecting the vehicle speed of the vehicle and the throttle opening sensor for detecting the throttle opening of the throttle valve provided in the intake passage of the engine. A brake sensor for detecting ON / OFF of a brake, an engine speed sensor for detecting an engine speed, a turbine speed sensor for detecting a speed of a turbine included in an automatic transmission of a vehicle, and a vehicle speed sensor. , Deceleration detection means for detecting deceleration of vehicle speed based on the outputs of the throttle opening sensor and the brake sensor, lockup control means for controlling lockup of the automatic transmission, and power generation amount of the alternator of the vehicle. Alternator control means, lockup completion detecting means for detecting completion of lockup of the automatic transmission, and engine Fuel injection control means for controlling fuel injection, and central control means for controlling each control means based on the outputs of the deceleration detection means and the lockup completion detection means are provided, and automatic deceleration is performed when deceleration of the vehicle is detected. The engine lockup control is started, and when the lockup is completed, the engine is fuel cut, and at the same time the alternator's power generation amount is increased.Therefore, in a vehicle with an automatic transmission, fuel consumption is improved and braking energy is recovered. And, there is an effect that it is possible to satisfy all the improvement of the engine braking effect during deceleration.

According to a second aspect of the present invention, in the first aspect of the present invention, when the vehicle deceleration is detected by the deceleration detection means and the automatic transmission is locked up by the lockup control means, the engine speed is reduced. When the engine speed detected by the number sensor falls below the fuel cut release speed, the lockup control means releases the lockup of the automatic transmission, and the fuel injection control means releases the fuel cut and alternator control. Since the power generation amount of the alternator is made to be steady power generation by the means, in addition to the effect of the first aspect, there is an effect that the engine stall prevention and the deterioration of fuel consumption can be prevented in the vehicle with the automatic transmission.

According to the invention of claim 3, in the invention of claim 1 or 2, the deceleration detecting means detects deceleration of the vehicle and then the lockup completion detecting means detects the lockup completion of the automatic transmission. Since the alternator control means temporarily stops the power generation of the alternator, the load on the engine during lockup control in a vehicle with an automatic transmission is further reduced in addition to the effect of the invention of claim 1 or 2. By doing so, there is an effect that the lockup operation can be performed quickly and reliably.

According to the invention of claim 4, in the inventions of claims 1 to 3, the alternator control means stops the power generation of the alternator for a certain period of time when the lockup of the automatic transmission is released during deceleration of the vehicle. Therefore, in addition to the effects of the inventions of claims 1 to 3, there is further an effect that in a vehicle with an automatic transmission, the engine speed can be stabilized when lockup is released, and engine stalling can be reliably prevented.

According to a fifth aspect of the present invention, in the first to fourth aspects of the present invention, an automatic transmission control means for controlling the shift of the automatic transmission is provided, and when deceleration of the vehicle is detected by the deceleration detection means. Since the automatic transmission control means performs downshifting, the lockup control means further locks up the automatic transmission, and the fuel injection control means performs fuel cut to the engine. In addition to the above effect, there is an effect that the amount of power generation can be further increased and the engine braking effect can be further improved in a vehicle with an automatic transmission without deterioration of fuel consumption.

According to the invention of claim 6, in the invention of claims 1-5, the magnitude of deceleration of the vehicle is detected based on the output from the vehicle speed sensor, and the alternator control means
Since the amount of power generated by the alternator is adjusted according to the magnitude of deceleration, in addition to the effects of the inventions of claims 1 to 5,
Furthermore, by controlling the amount of power generation according to the magnitude of deceleration, combining lockup and fuel cut, the braking force of the engine brake can be controlled in vehicles with an automatic transmission, improving the deceleration feeling during deceleration. The effect is that it can be done.

According to the invention of claim 7, a vehicle speed sensor for detecting a vehicle speed of the vehicle, a throttle opening sensor for detecting a throttle opening of a throttle valve provided in an intake passage of the engine, and a brake on / off. A brake sensor for detecting the engine speed, an engine speed sensor for detecting the engine speed, a connection detecting means for detecting connection of a clutch included in a manual transmission of the vehicle, a vehicle speed sensor, a throttle opening sensor and a brake sensor. Deceleration detection means for detecting deceleration of the vehicle speed based on the output, alternator control means for controlling the power generation amount of the alternator of the vehicle, fuel injection control means for controlling fuel injection of the engine, deceleration detection means, connection detection Means and a central control means for controlling each control means on the basis of the output of the engine speed sensor. When the clutch is engaged and the clutch engagement is detected, the fuel cut to the engine is performed to further increase the power generation amount of the alternator. There is an effect that all of the improvement of the braking effect and the recovery of the braking energy can be satisfied.

According to the invention of claim 8, in the invention of claim 7, the magnitude of deceleration of the vehicle is detected based on the output from the vehicle speed sensor, and the alternator control means determines the alternator according to the magnitude of deceleration. In addition to the effect of the invention of claim 7, the power generation amount of
Controlling the amount of power generation according to the magnitude of deceleration, combining clutch connection and fuel cut, and controlling the braking force of the engine brake in a vehicle with a manual transmission can improve the deceleration feeling during deceleration. There is an effect that can be.

According to the ninth aspect of the present invention, the deceleration of the vehicle is detected based on the detection results of the vehicle speed, the throttle opening and the brake on / off, and the automatic transmission lockup is performed based on the detection result. When the lockup is completed, the fuel cut for the engine is performed,
At the same time, it is a vehicle integrated power generation control method for increasing the power generation amount of the alternator, and when the lockup completion of the automatic transmission during deceleration is detected, the turbine speed of the automatic transmission is higher than the engine speed of the engine. Therefore, it is assumed that the engine speed is equal to the engine speed, so that the lockup completion can be reliably detected in the vehicle with the automatic transmission.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an embodiment of a vehicle integrated power generation control device according to the present invention.

FIG. 2 is a configuration diagram showing an example of a specific circuit configuration of an ECU of an embodiment of a vehicle integrated power generation control device according to the present invention.

FIG. 3 is a time chart for explaining the operation of one embodiment of the vehicle integrated power generation control device according to the present invention.

FIG. 4 is a flowchart for explaining the operation of the ECU of the embodiment of the vehicle integrated power generation control device according to the present invention.

FIG. 5 is a time chart for explaining the operation of another embodiment of the vehicle integrated power generation control device according to the present invention.

FIG. 6 is a flow chart for explaining the operation of an ECU of another embodiment of the vehicle integrated power generation control device according to the present invention.

FIG. 7 is a time chart for explaining the operation of another embodiment of the vehicle integrated power generation control device according to the present invention.

FIG. 8 is a time chart for explaining the operation of another embodiment of the vehicle integrated power generation control device according to the present invention.

FIG. 9 is a flow chart for explaining the operation of an ECU of another embodiment of the vehicle integrated power generation control device according to the present invention.

FIG. 10 is a relationship diagram for explaining a deceleration and an adjustment voltage for explaining another embodiment of the vehicle integrated power generation control device according to the present invention.

FIG. 11 is a configuration diagram showing another embodiment of the vehicle integrated power generation control device according to the present invention.

FIG. 12 is a configuration diagram showing an example of a specific circuit configuration of an ECU of another embodiment of the vehicle integrated power generation control device according to the present invention.

FIG. 13 is a time chart for explaining the operation of another embodiment of the vehicle integrated power generation control device according to the present invention.

FIG. 14 is a flowchart for explaining the operation of an ECU of another embodiment of the vehicle integrated power generation control device according to the present invention.

FIG. 15 is a time chart for explaining another embodiment of the vehicle integrated power generation control device according to the present invention.

FIG. 16 is a configuration diagram showing a conventional vehicle integrated power generation control device.

FIG. 17 is a time chart for explaining the operation of the conventional vehicle integrated power generation control device.

FIG. 18 is a flowchart for explaining the operation of the conventional vehicle integrated power generation control device.

[Explanation of symbols]

1 engine, 2 intake passage, 4 automatic transmission, 5 lockup mechanism, 6 hydraulic circuit section, 7A, 7B ECU,
71 deceleration detection means, 72 lockup completion detection means, 73, 73A CPU, 74 alternator control means, 75 fuel injection control means, 76 lockup control means, 77 automatic transmission control means, 8 throttle valve, 9
Alternator, 10 Throttle opening sensor, 11
Engine speed sensor, 12 Turbine speed sensor,
13 vehicle speed sensor, 14 brake sensor, 15 injector, 16 clutch, 17 manual transmission, 18 clutch sensor.

Claims (9)

[Claims] 1. A vehicle speed sensor for detecting a vehicle speed of a vehicle, a throttle opening sensor for detecting a throttle opening of a throttle valve provided in an intake passage of an engine, and a brake sensor for detecting ON / OFF of a brake. The engine speed sensor for detecting the engine speed, the turbine speed sensor for detecting the turbine speed included in the automatic transmission of the vehicle, the vehicle speed sensor, the throttle opening sensor, and the brake sensor. Deceleration detection means for detecting deceleration of the vehicle speed of the vehicle based on output, lockup control means for controlling lockup of the automatic transmission, alternator control means for controlling the power generation amount of the alternator of the vehicle, Lockup completion detecting means for detecting completion of lockup of the automatic transmission; Fuel deceleration control means for controlling fuel injection of gin, and central control means for controlling each of the control means based on the outputs of the deceleration detection means and the lockup completion detection means are provided, and deceleration of the vehicle is detected. When the lockup control of the automatic transmission is started, the fuel cut for the engine is performed at the completion of the lockup, and at the same time, the power generation amount of the alternator is increased. apparatus. 2. The engine speed detected by the engine speed sensor when the deceleration of the vehicle is detected by the deceleration detecting means and the lockup control means is locking up the automatic transmission. When the number of revolutions for releasing the fuel cut is lower than the lockup control means, the lockup control means releases the lockup of the automatic transmission, the fuel injection control means releases the fuel cut, and the alternator control means generates power from the alternator. The vehicle integrated power generation control device according to claim 1, wherein the amount is set to steady power generation. 3. The alternator control means temporarily causes the alternator to generate power until the deceleration detection means detects deceleration of the vehicle and the lockup completion detection means detects lockup completion of the automatic transmission. 3. The vehicle integrated power generation control device according to claim 1, wherein the integrated power generation control device is stopped automatically. 4. The vehicle according to claim 1, wherein when the lockup of the automatic transmission is released during deceleration of the vehicle, the alternator control means stops the power generation of the alternator for a certain period of time. Integrated power generation control device. 5. The automatic transmission control means for controlling the shift of the automatic transmission is provided, and when the deceleration detection means detects deceleration of the vehicle, the automatic transmission control means downshifts. The vehicle integrated power generation control according to any one of claims 1 to 4, wherein the lockup control means locks up the automatic transmission, and the fuel injection control means performs a fuel cut to the engine. apparatus. 6. The deceleration amount of the vehicle is detected based on the output from the vehicle speed sensor, and the alternator control means adjusts the power generation amount of the alternator according to the deceleration amount. The vehicle integrated power generation control device according to claim 1. 7. A vehicle speed sensor for detecting a vehicle speed of a vehicle, a throttle opening sensor for detecting a throttle opening of a throttle valve provided in an intake passage of an engine, and a brake sensor for detecting ON / OFF of a brake. The engine speed sensor for detecting the engine speed, the connection detecting means for detecting the connection of the clutch included in the manual transmission of the vehicle, and the output of the vehicle speed sensor, the throttle opening sensor and the brake sensor. Deceleration detection means for detecting deceleration of the vehicle speed based on the vehicle, alternator control means for controlling the power generation amount of the alternator of the vehicle, fuel injection control means for controlling the fuel injection of the engine, the deceleration detection means, Central for controlling each of the control means based on the outputs of the connection detection means and the engine speed sensor Control means, and when the deceleration of the vehicle is detected and the engagement of the clutch is detected, the fuel cut to the engine is performed, and further the amount of power generation of the alternator is increased. Vehicle integrated power generation control device characterized by: 8. The deceleration magnitude of the vehicle is detected based on the output from the vehicle speed sensor, and the alternator control means adjusts the power generation amount of the alternator according to the deceleration magnitude. Item 7. A vehicle integrated power generation control device according to item 7. 9. The deceleration of the vehicle is detected based on the detection results of the vehicle speed, throttle opening and brake on / off of the vehicle, lockup control of the automatic transmission is performed based on the detection result, and the lock is performed. A vehicle integrated power generation control method in which fuel is cut off to the engine when the lockup is completed, and at the same time the amount of power generated by the alternator is increased. When the lockup completion of the automatic transmission during deceleration is detected, the automatic transmission Is a state in which the turbine rotation speed of the engine is greater than the engine rotation speed of the engine and is equal to the engine rotation speed.