WO2019003921A1 - Vehicle control device and vehicle control method - Google Patents

Vehicle control device and vehicle control method Download PDF

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Publication number
WO2019003921A1
WO2019003921A1 PCT/JP2018/022588 JP2018022588W WO2019003921A1 WO 2019003921 A1 WO2019003921 A1 WO 2019003921A1 JP 2018022588 W JP2018022588 W JP 2018022588W WO 2019003921 A1 WO2019003921 A1 WO 2019003921A1
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Prior art keywords
voltage
internal combustion
combustion engine
battery
control device
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PCT/JP2018/022588
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French (fr)
Japanese (ja)
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益廣 森本
智哉 飯塚
雄志 金川
友洋 高杉
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いすゞ自動車株式会社
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Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Priority to CN201880040735.3A priority Critical patent/CN110770426A/en
Publication of WO2019003921A1 publication Critical patent/WO2019003921A1/en
Priority to PH12019502667A priority patent/PH12019502667A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/16—Introducing closed-loop corrections for idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/04—Control effected upon non-electric prime mover and dependent upon electric output value of the generator

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  • the present disclosure relates to a control device of a vehicle and a control method of the vehicle.
  • starting of an internal combustion engine is performed by applying an initial rotation to an output shaft (crankshaft) of the internal combustion engine by a starter motor.
  • the pinion is engaged with the ring gear connected to the crankshaft by pushing out the pinion provided on the starter motor in the axial direction of the pinion rotation shaft.
  • the pinion is rotated by energization of the starter motor, and the ring gear is rotated by the rotational force.
  • cranking of the internal combustion engine is started and the engine is started (see, for example, Patent Document 1).
  • the starter motor performs the cranking of the internal combustion engine by receiving the supply of power from a battery that charges the power generated by the alternator.
  • An object of the present disclosure is to provide a control apparatus and control method of a vehicle capable of improving startability of an internal combustion engine in a vehicle in which a voltage of a battery supplying power to a starter motor tends to be low. is there.
  • a control device of a vehicle is An alternator that generates electric power using a driving force of an internal combustion engine, a battery that charges the electric power generated by the alternator, and a starter motor that receives the supply of the electric power charged to the battery to crank the internal combustion engine
  • a control device for an internal combustion engine comprising: A voltage acquisition unit that acquires a voltage of the battery when the cranking is performed; A determination unit that determines whether or not the voltage acquired by the voltage acquisition unit is equal to or less than a predetermined voltage; When it is determined by the determination unit that the voltage is less than or equal to the predetermined voltage, power generation by the alternator is performed by increasing the idle rotation speed of the internal combustion engine compared to when it is determined that the voltage is not less than the predetermined voltage.
  • An idle speed control unit that increases power; Equipped with
  • a control method of a vehicle is An alternator that generates electric power using a driving force of an internal combustion engine, a battery that charges the electric power generated by the alternator, and a starter motor that receives the supply of the electric power charged to the battery and cranks the internal combustion engine
  • a control method of a vehicle comprising When the cranking is performed, the voltage of the battery is obtained, It is determined whether or not the acquired voltage is equal to or less than a predetermined voltage, When it is determined that the voltage is less than or equal to the predetermined voltage, the generated power of the alternator is increased by increasing the idle speed of the internal combustion engine compared to when it is determined that the voltage is not less than the predetermined voltage.
  • the startability of the internal combustion engine can be improved in a vehicle in which the voltage of the battery that supplies power to the starter motor tends to be low.
  • FIG. 1 is a diagram showing a main configuration of a vehicle in the present embodiment.
  • FIG. 2 is a flowchart showing an operation example of the control device in the present embodiment.
  • FIG. 1 is a diagram showing a main part configuration of a vehicle 1 in the present embodiment.
  • the vehicle 1 includes an internal combustion engine 10, an alternator 20, a starter motor 30, a battery 40 (lead storage battery), and a control device 50.
  • the alternator 20 and the starter motor 30 are connected to the crankshaft 11 of the internal combustion engine 10 on the upstream side of a clutch (power connection / disconnection device) of a power transmission system for transmitting power from the internal combustion engine 10.
  • the alternator 20 is formed of an induction motor or a synchronous motor, and is connected to the battery 40 via the inverter 21.
  • the alternator 20 is connected to the crankshaft 11 via a power transmission mechanism 12.
  • the power transmission mechanism 12 includes a first pulley 13 directly connected to the crankshaft 11, a second pulley 14 directly connected to the drive shaft of the alternator 20, and an endless belt wound around the first pulley 13 and the second pulley 14.
  • the alternator 20 generates a power by receiving a driving force of the internal combustion engine 10 as a generator.
  • the power transmission mechanism 12 transmits power to the alternator 20 from the crankshaft 11 via the first pulley 13, the belt 15, and the second pulley 14 in this order.
  • the electric power generated by the alternator 20 is converted from three-phase AC power into DC power by the inverter 21 via the wiring and charged in the battery 40.
  • the starter motor 30 is formed of a direct-current series winding type motor which generates the largest torque at the time of start-up and whose torque decreases as the number of rotations increases.
  • the starter motor 30 is connected to the crankshaft 11 via the connection mechanism 16 when the internal combustion engine 10 is started.
  • the connection mechanism 16 has a ring gear 17 disposed on the outer periphery of the flywheel directly connected to the crankshaft 11 and a pinion 18 directly connected to the drive shaft of the starter motor 30.
  • Starting of the internal combustion engine 10 is performed by applying an initial rotation to the crankshaft 11 by the starter motor 30. Specifically, first, the pinion 18 is engaged with the ring gear 17 connected to the crankshaft 11 by pushing out the pinion 18 provided in the starter motor 30 in the axial direction of the pinion rotation shaft. Thereafter, electric power (large current) is supplied from the battery 40 to the starter motor 30, and the starter motor 30 rotates the pinion 18 and rotates the ring gear 17 by its rotational force. As a result, the power of the starter motor 30 is transmitted to the crankshaft 11 via the pinion 18 and the ring gear 17, and the crankshaft 11 rotates. Thereby, cranking of internal combustion engine 10 is started and internal combustion engine 10 is started.
  • the vehicle 1 is, for example, a long-term staying vehicle, a mobile sales vehicle, a vehicle not operating for a long time (however, the bodywork is driving), etc.
  • the amount of power generation by the alternator 20 is steadily small and the voltage of the battery 40 is low. I tend to be. Therefore, in a system in which the starter motor 30 is driven by the power of the battery 40 and the internal combustion engine 10 is cranked by the power of the starter motor 30, the voltage of the battery 40 is lowered.
  • the driving force (torque) of the starter motor 30 runs short. As a result, the internal combustion engine 10 can not be cranked with a sufficient torque, and the startability of the internal combustion engine 10 may be degraded.
  • control device 50 of vehicle 1 when cranking of internal combustion engine 10 is performed, when the voltage of battery 40 is equal to or less than the predetermined voltage, control device 50 of vehicle 1 compared to when the voltage is not equal to or less than the predetermined voltage.
  • the generated power of the alternator 20 is increased by increasing the idle speed of the internal combustion engine 10 at the time of idling. That is, when the voltage of the battery 40 tends to be low, the generated power of the alternator 20 is increased at the time of idling of the vehicle 1 to accelerate the charging of the battery 40.
  • the internal combustion engine 10 when the internal combustion engine 10 is cranked, reduction in the voltage of the battery 40 (that is, reduction in the power supplied from the battery 40 to the starter motor 30) is suitably prevented.
  • Control device 50 controls the operation of internal combustion engine 10, alternator 20, inverter 21, starter motor 30, and battery 40.
  • the control of the internal combustion engine 10, the alternator 20, the inverter 21, the starter motor 30, and the battery 40 is performed, for example, while ECUs (Electric Control Units) provided separately perform CAN (Control Area Network) communication with each other.
  • ECUs Electric Control Units
  • CAN Control Area Network
  • the control device 50 includes a central processing unit (CPU), a read only memory (ROM) storing a control program, and a working memory such as a random access memory (RAM).
  • the CPU reads out the control program from the ROM and expands it in the RAM, and cooperates with the expanded control program to centrally control the operations of the internal combustion engine 10, the alternator 20, the inverter 21, the starter motor 30 and the battery 40.
  • the control device 50 includes a temperature acquisition unit 51, a voltage acquisition unit 52, a determination unit 53, and an idle rotation speed control unit 54.
  • the temperature acquisition unit 51 acquires the intake air temperature from an intake air temperature sensor 55 that detects the temperature (intake air temperature) of air taken into the internal combustion engine 10 as a temperature related to the ambient temperature.
  • the temperature acquisition unit 51 may acquire not the intake air temperature but the atmospheric temperature.
  • the voltage acquisition unit 52 acquires the voltage of the battery 40 when the internal combustion engine 10 is cranked. In particular, immediately after the start of cranking, the voltage of the battery 40 is greatly reduced and the possibility that the driving force of the starter motor 30 runs short is the highest. It is desirable to obtain a voltage.
  • determination unit 53 may have a possibility that the driving force of starter motor 30 may be insufficient in the subsequent cranking. Determine
  • the idle speed control unit 54 determines that the internal combustion engine 10 is idling when the vehicle 1 is idling, as compared with the case where Control is performed to increase the generated power of the alternator 20 by increasing the idle rotation speed of the motor.
  • the idle speed control unit 54 increases the amount of increase in the idle speed as the intake air temperature obtained by the temperature obtaining unit 51 decreases.
  • the battery 40 is characterized by an increase in internal resistance and a decrease in output power when the battery 40 is placed in a low temperature environment, so that more power (power generated by the alternator 20) is charged in preparation for the next cranking. It is necessary to keep it in mind. From the same idea, as the intake air temperature acquired by the temperature acquisition unit 51 is lower, the idle rotation speed control unit 54 may increase the increase time of the idle rotation speed.
  • the predetermined voltage used for the determination of the determination unit 53 may be set higher as the intake air temperature acquired by the temperature acquisition unit 51 is lower, and the increase control of the idle speed may be more easily performed.
  • control device 50 determines whether or not cranking of internal combustion engine 10 is being performed (step S100). As a result of the determination, when the internal combustion engine 10 is not cranked (step S100, NO), the process returns to the front of step S100.
  • step S100 when the internal combustion engine 10 is being cranked (step S100, YES), the voltage acquisition unit 52 acquires the voltage of the battery 40 (step S120). Next, the control device 50 determines whether the vehicle 1 is idling (step S140). As a result of the determination, when the vehicle 1 is not idling (step S140, NO), the process returns to the front of step S140.
  • the determining unit 53 determines whether the voltage acquired by the voltage acquiring unit 52 is equal to or less than a predetermined voltage (step S160). As a result of the determination, if the voltage acquired by the voltage acquisition unit 52 is not less than or equal to the predetermined voltage (NO in step S160), the control device 50 ends the process in FIG. In this case, the idle speed control unit 54 sets the idle speed of the internal combustion engine 10 to a normal idle speed and causes the alternator 20 to generate power.
  • step S160 when the voltage acquired by the voltage acquiring unit 52 is less than or equal to the predetermined voltage (YES in step S160), the idle speed control unit 54 performs idling of the vehicle 1 as compared with the case where it is determined not Control is performed to increase the generated power of the alternator 20 by increasing the idle speed of the internal combustion engine 10 at time (step S180).
  • step S180 the control device 50 ends the process in FIG.
  • the control device 50 is acquired by the voltage acquisition unit 52 that acquires the voltage of the battery 40 and the voltage acquisition unit 52 when cranking of the internal combustion engine 10 is performed.
  • the determining unit 53 determines whether the voltage is less than or equal to the predetermined voltage, and when the determining unit 53 determines that the voltage is less than or equal to the predetermined voltage, internal combustion is performed compared to when the voltage is determined not to be less than the predetermined voltage
  • an idle speed control unit for increasing the generated power of the alternator by increasing the idle speed of the engine.
  • the voltage of the battery 40 decreases (that is, the power supplied from the battery 40 to the starter motor 30 decreases). Can be prevented and the internal combustion engine 10 can be cranked with a sufficient torque, so that the startability of the internal combustion engine 10 can be prevented from being degraded.
  • the increase amount or increase time of the idle rotation speed when the vehicle 1 is idling may be arbitrarily set by the user. Further, the predetermined voltage used for the determination of the determination unit 53 may be arbitrarily set by the user. Thereby, the increase control of the idle speed can be realized in a manner desired by the user.
  • the present disclosure is useful as a vehicle control device and a vehicle control method that can improve the startability of an internal combustion engine in a vehicle in which the voltage of a battery that supplies power to a starter motor tends to be low.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Eletrric Generators (AREA)
  • Control Of Charge By Means Of Generators (AREA)

Abstract

Provided are a vehicle control device and a vehicle control method that make it possible to improve the start-up performance of an internal combustion engine in a vehicle that is likely to have a low voltage in a battery that supplies power to a starter motor. This vehicle control device is provided with: an alternator for using a driving force of an internal combustion engine to generate power; a battery charged with power generated by the alternator; and a starter for receiving the supply of power with which the battery is charged and cranking the internal combustion engine. The control device is provided with: a voltage acquisition unit for acquiring the voltage of the battery when cranking is being performed; a determination unit for determining whether the voltage acquired by the voltage acquisition unit is at or below a predetermined voltage; and an idling rotational speed control unit that, when the determination unit has determined the voltage to be at or below the predetermined voltage, increases the power generated by the alternator by increasing an idling rotational speed of the internal combustion engine as compared to when the voltage has been determined not to be at or below the predetermined voltage.

Description

車両の制御装置および車両の制御方法Vehicle control apparatus and vehicle control method
　本開示は、車両の制御装置および車両の制御方法に関する。 The present disclosure relates to a control device of a vehicle and a control method of the vehicle.
　一般に、内燃機関（エンジン）の始動は、スタータモータにより内燃機関の出力軸（クランク軸）に初期回転を付与することによって行われる。具体的には、まず、スタータモータに設けられたピニオンをピニオン回転軸の軸線方向に押し出すことにより、クランク軸に連結されたリングギアにピニオンを噛み合わせる。その後、スタータモータの通電によりピニオンを回転させ、その回転力によってリングギアを回転させる。これにより、内燃機関のクランキングが開始されてエンジンが始動される（例えば、特許文献１を参照）。スタータモータは、オルタネータにより発電された電力を充電するバッテリから電力の供給を受けて内燃機関のクランキングを行う。 Generally, starting of an internal combustion engine (engine) is performed by applying an initial rotation to an output shaft (crankshaft) of the internal combustion engine by a starter motor. Specifically, first, the pinion is engaged with the ring gear connected to the crankshaft by pushing out the pinion provided on the starter motor in the axial direction of the pinion rotation shaft. Thereafter, the pinion is rotated by energization of the starter motor, and the ring gear is rotated by the rotational force. Thereby, cranking of the internal combustion engine is started and the engine is started (see, for example, Patent Document 1). The starter motor performs the cranking of the internal combustion engine by receiving the supply of power from a battery that charges the power generated by the alternator.
日本国特開２００５－３３０８１３号公報Japanese Patent Application Laid-Open No. 2005-330813
　ところで、例えば長期滞留車両、移動販売車両、長時間稼働しない車両（ただし、架装は駆動）等では、オルタネータによる発電量が定常的に少なく、スタータモータに電力を供給するバッテリの電圧が低くなりがちである。そのため、バッテリの電力でスタータモータを駆動して当該スタータモータの動力で内燃機関をクランキングするシステムでは、バッテリの電圧が低くなっている、ひいては当該バッテリからスタータモータに供給される電力が低くなる場合、スタータモータの駆動力（トルク）が不足する。その結果、内燃機関を十分なトルクでクランキングすることができず、内燃機関の始動性が低下するおそれがあるという問題があった。 By the way, for example, in long-term stagnant vehicles, mobile sales vehicles, vehicles that do not operate for a long time (however, the installation is driven), the amount of power generation by the alternator is steadily small and the voltage of the battery that supplies power to the starter motor becomes low. I tend to. Therefore, in a system in which the electric power of the battery drives the starter motor and the internal combustion engine is cranked by the power of the starter motor, the voltage of the battery is low, and thus the electric power supplied from the battery to the starter motor is low. In this case, the driving force (torque) of the starter motor is insufficient. As a result, there has been a problem that the internal combustion engine can not be cranked with a sufficient torque, and the startability of the internal combustion engine may be reduced.
　本開示の目的は、スタータモータに電力を供給するバッテリの電圧が低くなりがちな車両において、内燃機関の始動性を向上させることが可能な車両の制御装置および車両の制御方法を提供することである。 An object of the present disclosure is to provide a control apparatus and control method of a vehicle capable of improving startability of an internal combustion engine in a vehicle in which a voltage of a battery supplying power to a starter motor tends to be low. is there.
　本開示に係る車両の制御装置は、
　内燃機関の駆動力を用いて発電を行うオルタネータと、前記オルタネータにより発電された電力を充電するバッテリと、前記バッテリに充電された電力の供給を受けて前記内燃機関のクランキングを行うスタータモータと、を備える内燃機関の制御装置であって、
　前記クランキングが行われる際、前記バッテリの電圧を取得する電圧取得部と、
　前記電圧取得部により取得された電圧が所定電圧以下であるか否かについて判定する判定部と、
　前記判定部により前記電圧が所定電圧以下であると判定された場合、前記電圧が所定電圧以下でないと判定された場合と比べて前記内燃機関のアイドル回転数を増大させることにより、前記オルタネータの発電電力を増大させるアイドル回転数制御部と、
　を備える。 A control device of a vehicle according to the present disclosure is
An alternator that generates electric power using a driving force of an internal combustion engine, a battery that charges the electric power generated by the alternator, and a starter motor that receives the supply of the electric power charged to the battery to crank the internal combustion engine A control device for an internal combustion engine comprising:
A voltage acquisition unit that acquires a voltage of the battery when the cranking is performed;
A determination unit that determines whether or not the voltage acquired by the voltage acquisition unit is equal to or less than a predetermined voltage;
When it is determined by the determination unit that the voltage is less than or equal to the predetermined voltage, power generation by the alternator is performed by increasing the idle rotation speed of the internal combustion engine compared to when it is determined that the voltage is not less than the predetermined voltage. An idle speed control unit that increases power;
Equipped with
　本開示に係る車両の制御方法は、
　内燃機関の駆動力を用いて発電を行うオルタネータと、前記オルタネータにより発電された電力を充電するバッテリと、前記バッテリに充電された電力の供給を受けて、前記内燃機関のクランキングを行うスタータモータと、を備える車両の制御方法であって、
　前記クランキングが行われる際、前記バッテリの電圧を取得し、
　取得された前記電圧が所定電圧以下であるか否かについて判定し、
　前記電圧が所定電圧以下であると判定された場合、前記電圧が所定電圧以下でないと判定された場合と比べて前記内燃機関のアイドル回転数を増大させることにより、前記オルタネータの発電電力を増大させる。 A control method of a vehicle according to the present disclosure is
An alternator that generates electric power using a driving force of an internal combustion engine, a battery that charges the electric power generated by the alternator, and a starter motor that receives the supply of the electric power charged to the battery and cranks the internal combustion engine And a control method of a vehicle comprising
When the cranking is performed, the voltage of the battery is obtained,
It is determined whether or not the acquired voltage is equal to or less than a predetermined voltage,
When it is determined that the voltage is less than or equal to the predetermined voltage, the generated power of the alternator is increased by increasing the idle speed of the internal combustion engine compared to when it is determined that the voltage is not less than the predetermined voltage. .
　本開示によれば、スタータモータに電力を供給するバッテリの電圧が低くなりがちな車両において、内燃機関の始動性を向上させることができる。 According to the present disclosure, the startability of the internal combustion engine can be improved in a vehicle in which the voltage of the battery that supplies power to the starter motor tends to be low.
図１は、本実施の形態における車両の要部構成を示す図である。FIG. 1 is a diagram showing a main configuration of a vehicle in the present embodiment. 図２は、本実施の形態における制御装置の動作例を示すフローチャートである。FIG. 2 is a flowchart showing an operation example of the control device in the present embodiment.
　以下、本開示の実施形態について図面を参照して説明する。図１は、本実施の形態における車両１の要部構成を示す図である。 Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. FIG. 1 is a diagram showing a main part configuration of a vehicle 1 in the present embodiment.
　図１に示すように、車両１は、内燃機関１０、オルタネータ２０、スタータモータ３０、バッテリ４０（鉛蓄電池）および制御装置５０を備える。オルタネータ２０およびスタータモータ３０は、内燃機関１０からの動力を伝達する動力伝達システムのクラッチ（動力断接装置）よりも上流側で内燃機関１０のクランク軸１１に連結されている。 As shown in FIG. 1, the vehicle 1 includes an internal combustion engine 10, an alternator 20, a starter motor 30, a battery 40 (lead storage battery), and a control device 50. The alternator 20 and the starter motor 30 are connected to the crankshaft 11 of the internal combustion engine 10 on the upstream side of a clutch (power connection / disconnection device) of a power transmission system for transmitting power from the internal combustion engine 10.
　オルタネータ２０は、誘導モータや同期モータで形成され、インバータ２１を介してバッテリ４０に接続される。オルタネータ２０は、動力伝達機構１２を介してクランク軸１１に連結される。動力伝達機構１２は、クランク軸１１に直結された第１プーリー１３と、オルタネータ２０の駆動軸に直結された第２プーリー１４と、第１プーリー１３および第２プーリー１４に掛け回された無端状のベルト（動力伝達部材）１５を有する。 The alternator 20 is formed of an induction motor or a synchronous motor, and is connected to the battery 40 via the inverter 21. The alternator 20 is connected to the crankshaft 11 via a power transmission mechanism 12. The power transmission mechanism 12 includes a first pulley 13 directly connected to the crankshaft 11, a second pulley 14 directly connected to the drive shaft of the alternator 20, and an endless belt wound around the first pulley 13 and the second pulley 14. Belt (power transmission member) 15 of FIG.
　また、オルタネータ２０は、発電機として、内燃機関１０の駆動力を受けて発電する。このとき、動力伝達機構１２により、クランク軸１１から第１プーリー１３、ベルト１５、第２プーリー１４を順に経由してオルタネータ２０に動力が伝達される。オルタネータ２０により発電された電力は、配線を経由してインバータ２１で３相交流電力から直流電力に変換してバッテリ４０に充電される。 Further, the alternator 20 generates a power by receiving a driving force of the internal combustion engine 10 as a generator. At this time, the power transmission mechanism 12 transmits power to the alternator 20 from the crankshaft 11 via the first pulley 13, the belt 15, and the second pulley 14 in this order. The electric power generated by the alternator 20 is converted from three-phase AC power into DC power by the inverter 21 via the wiring and charged in the battery 40.
　スタータモータ３０は、始動時に最も大きなトルクが発生し、回転数の上昇に伴いトルクが減少する直流直巻型モータで形成される。スタータモータ３０は、内燃機関１０の始動時に連結機構１６を介してクランク軸１１に連結される。連結機構１６は、クランク軸１１に直結されたフライホイールの外周に配置されたリングギア１７と、スタータモータ３０の駆動軸に直結されたピニオン１８とを有する。 The starter motor 30 is formed of a direct-current series winding type motor which generates the largest torque at the time of start-up and whose torque decreases as the number of rotations increases. The starter motor 30 is connected to the crankshaft 11 via the connection mechanism 16 when the internal combustion engine 10 is started. The connection mechanism 16 has a ring gear 17 disposed on the outer periphery of the flywheel directly connected to the crankshaft 11 and a pinion 18 directly connected to the drive shaft of the starter motor 30.
　内燃機関１０の始動は、スタータモータ３０によりクランク軸１１に初期回転を付与することによって行われる。具体的には、まず、スタータモータ３０に設けられたピニオン１８をピニオン回転軸の軸線方向に押し出すことにより、クランク軸１１に連結されたリングギア１７にピニオン１８を噛み合わせる。その後、バッテリ４０からスタータモータ３０に電力（大電流）が供給され、スタータモータ３０は、ピニオン１８を回転させ、その回転力によってリングギア１７を回転させる。その結果、スタータモータ３０の動力は、ピニオン１８およびリングギア１７を介してクランク軸１１に伝達され、クランク軸１１は回転する。これにより、内燃機関１０のクランキングが開始されて内燃機関１０が始動される Starting of the internal combustion engine 10 is performed by applying an initial rotation to the crankshaft 11 by the starter motor 30. Specifically, first, the pinion 18 is engaged with the ring gear 17 connected to the crankshaft 11 by pushing out the pinion 18 provided in the starter motor 30 in the axial direction of the pinion rotation shaft. Thereafter, electric power (large current) is supplied from the battery 40 to the starter motor 30, and the starter motor 30 rotates the pinion 18 and rotates the ring gear 17 by its rotational force. As a result, the power of the starter motor 30 is transmitted to the crankshaft 11 via the pinion 18 and the ring gear 17, and the crankshaft 11 rotates. Thereby, cranking of internal combustion engine 10 is started and internal combustion engine 10 is started.
　ところで、車両１が、例えば長期滞留車両、移動販売車両、長時間稼働しない車両（ただし、架装は駆動）等である場合、オルタネータ２０による発電量が定常的に少なく、バッテリ４０の電圧が低くなりがちである。そのため、バッテリ４０の電力でスタータモータ３０を駆動して当該スタータモータ３０の動力で内燃機関１０をクランキングするシステムでは、バッテリ４０の電圧が低くなっている、ひいては当該バッテリ４０からスタータモータ３０に供給される電力が低くなる場合、スタータモータ３０の駆動力（トルク）が不足する。その結果、内燃機関１０を十分なトルクでクランキングすることができず、内燃機関１０の始動性が低下するおそれがある。 By the way, when the vehicle 1 is, for example, a long-term staying vehicle, a mobile sales vehicle, a vehicle not operating for a long time (however, the bodywork is driving), etc., the amount of power generation by the alternator 20 is steadily small and the voltage of the battery 40 is low. I tend to be. Therefore, in a system in which the starter motor 30 is driven by the power of the battery 40 and the internal combustion engine 10 is cranked by the power of the starter motor 30, the voltage of the battery 40 is lowered. When the supplied power becomes low, the driving force (torque) of the starter motor 30 runs short. As a result, the internal combustion engine 10 can not be cranked with a sufficient torque, and the startability of the internal combustion engine 10 may be degraded.
　そこで本実施の形態では、制御装置５０は、内燃機関１０のクランキングが行われる際、バッテリ４０の電圧が所定電圧以下である場合、当該電圧が所定電圧以下でない場合と比べて、車両１のアイドリング時における内燃機関１０のアイドル回転数を増大させることにより、オルタネータ２０の発電電力を増大させる。すなわち、バッテリ４０の電圧が低くなりがちな状況にある場合には、車両１のアイドリング時にオルタネータ２０の発電電力を増大させてバッテリ４０の充電を促進させる。これにより、内燃機関１０のクランキングが行われる際、バッテリ４０の電圧が低くなること（すなわち、バッテリ４０からスタータモータ３０に供給される電力が低くなること）が好適に防止され、内燃機関１０を十分なトルクでクランキングすることができるため、内燃機関１０の始動性が低下することを防止することができる。 Therefore, in the present embodiment, when cranking of internal combustion engine 10 is performed, when the voltage of battery 40 is equal to or less than the predetermined voltage, control device 50 of vehicle 1 compared to when the voltage is not equal to or less than the predetermined voltage. The generated power of the alternator 20 is increased by increasing the idle speed of the internal combustion engine 10 at the time of idling. That is, when the voltage of the battery 40 tends to be low, the generated power of the alternator 20 is increased at the time of idling of the vehicle 1 to accelerate the charging of the battery 40. As a result, when the internal combustion engine 10 is cranked, reduction in the voltage of the battery 40 (that is, reduction in the power supplied from the battery 40 to the starter motor 30) is suitably prevented. Can be cranked with a sufficient torque, so that the startability of the internal combustion engine 10 can be prevented from being degraded.
　制御装置５０は、内燃機関１０、オルタネータ２０、インバータ２１、スタータモータ３０およびバッテリ４０の動作を制御する。なお、内燃機関１０、オルタネータ２０、インバータ２１、スタータモータ３０およびバッテリ４０のそれぞれの制御は、例えば個別に設けられたＥＣＵ（Electric Control Unit）が互いにＣＡＮ（Control Area Network）通信を行いながら協働して制御を実施していてもよいが、本実施の形態では１つの制御装置５０により各構成が制御されるものとして説明する。 Control device 50 controls the operation of internal combustion engine 10, alternator 20, inverter 21, starter motor 30, and battery 40. The control of the internal combustion engine 10, the alternator 20, the inverter 21, the starter motor 30, and the battery 40 is performed, for example, while ECUs (Electric Control Units) provided separately perform CAN (Control Area Network) communication with each other. Although the control may be performed, in the present embodiment, the configuration is described as being controlled by one control device 50.
　制御装置５０は、ＣＰＵ（Central Processing Unit）、制御プログラムを格納したＲＯＭ（Read Only Memory）、および、ＲＡＭ（Random Access Memory）等の作業用メモリ等を備える。ＣＰＵは、ＲＯＭから制御プログラムを読み出してＲＡＭに展開し、展開した制御プログラムと協働して内燃機関１０、オルタネータ２０、インバータ２１、スタータモータ３０およびバッテリ４０の動作を集中制御する。 The control device 50 includes a central processing unit (CPU), a read only memory (ROM) storing a control program, and a working memory such as a random access memory (RAM). The CPU reads out the control program from the ROM and expands it in the RAM, and cooperates with the expanded control program to centrally control the operations of the internal combustion engine 10, the alternator 20, the inverter 21, the starter motor 30 and the battery 40.
　制御装置５０は、温度取得部５１、電圧取得部５２、判定部５３およびアイドル回転数制御部５４を備える。 The control device 50 includes a temperature acquisition unit 51, a voltage acquisition unit 52, a determination unit 53, and an idle rotation speed control unit 54.
　温度取得部５１は、大気温度に関連する温度として、内燃機関１０に向けて吸気される空気の温度（吸気温度）を検出する吸気温度センサ５５から吸気温度を取得する。なお、温度取得部５１は、吸気温度ではなく大気温度を取得しても良い。 The temperature acquisition unit 51 acquires the intake air temperature from an intake air temperature sensor 55 that detects the temperature (intake air temperature) of air taken into the internal combustion engine 10 as a temperature related to the ambient temperature. The temperature acquisition unit 51 may acquire not the intake air temperature but the atmospheric temperature.
　電圧取得部５２は、内燃機関１０のクランキングが行われる際、バッテリ４０の電圧を取得する。特に、クランキングの開始直後において、バッテリ４０の電圧が大きく低下し、スタータモータ３０の駆動力が不足する可能性が最も高くなるため、電圧取得部５２は、クランキングの開始直後におけるバッテリ４０の電圧を取得することが望ましい。 The voltage acquisition unit 52 acquires the voltage of the battery 40 when the internal combustion engine 10 is cranked. In particular, immediately after the start of cranking, the voltage of the battery 40 is greatly reduced and the possibility that the driving force of the starter motor 30 runs short is the highest. It is desirable to obtain a voltage.
　判定部５３は、電圧取得部５２により取得された電圧が所定電圧以下であるか否かについて判定することによって、次回以降のクランキングでスタータモータ３０の駆動力が不足するおそれがあるか否かを判定する。 By determining whether or not the voltage acquired by voltage acquiring unit 52 is equal to or lower than the predetermined voltage, determination unit 53 may have a possibility that the driving force of starter motor 30 may be insufficient in the subsequent cranking. Determine
　アイドル回転数制御部５４は、判定部５３によりバッテリ４０の電圧が所定電圧以下であると判定された場合、所定電圧以下でないと判定された場合と比べて、車両１のアイドリング時における内燃機関１０のアイドル回転数を増大させることにより、オルタネータ２０の発電電力を増大させる制御を行う。 When the determination unit 53 determines that the voltage of the battery 40 is less than or equal to the predetermined voltage, the idle speed control unit 54 determines that the internal combustion engine 10 is idling when the vehicle 1 is idling, as compared with the case where Control is performed to increase the generated power of the alternator 20 by increasing the idle rotation speed of the motor.
　本実施の形態では、アイドル回転数制御部５４は、温度取得部５１により取得された吸気温度が低いほど、アイドル回転数の増大量を大きくする。バッテリ４０は、低温環境に置かれている場合、内部抵抗が増加して出力電力が低下するという特性があるため、次回のクランキングに備えてより多くの電力（オルタネータ２０による発電力）を充電しておく必要があるからである。同様の考え方から、アイドル回転数制御部５４は、温度取得部５１により取得された吸気温度が低いほど、アイドル回転数の増大時間を長くしても良い。また、判定部５３の判定に用いられる所定電圧は、温度取得部５１により取得された吸気温度が低いほど高く設定して、アイドル回転数の増大制御がより行われやすくしても良い。 In the present embodiment, the idle speed control unit 54 increases the amount of increase in the idle speed as the intake air temperature obtained by the temperature obtaining unit 51 decreases. The battery 40 is characterized by an increase in internal resistance and a decrease in output power when the battery 40 is placed in a low temperature environment, so that more power (power generated by the alternator 20) is charged in preparation for the next cranking. It is necessary to keep it in mind. From the same idea, as the intake air temperature acquired by the temperature acquisition unit 51 is lower, the idle rotation speed control unit 54 may increase the increase time of the idle rotation speed. In addition, the predetermined voltage used for the determination of the determination unit 53 may be set higher as the intake air temperature acquired by the temperature acquisition unit 51 is lower, and the increase control of the idle speed may be more easily performed.
　次に、図２のフローチャートを参照し、本実施の形態における制御装置５０の動作例について説明する。 Next, an operation example of the control device 50 in the present embodiment will be described with reference to the flowchart of FIG.
　まず、制御装置５０は、内燃機関１０のクランキングが行われているか否かについて判定する（ステップＳ１００）。判定の結果、内燃機関１０のクランキングが行われていない場合（ステップＳ１００、ＮＯ）、処理はステップＳ１００の前に戻る。 First, control device 50 determines whether or not cranking of internal combustion engine 10 is being performed (step S100). As a result of the determination, when the internal combustion engine 10 is not cranked (step S100, NO), the process returns to the front of step S100.
　一方、内燃機関１０のクランキングが行われている場合（ステップＳ１００、ＹＥＳ）、電圧取得部５２は、バッテリ４０の電圧を取得する（ステップＳ１２０）。次に、制御装置５０は、車両１がアイドリング中であるか否かについて判定する（ステップＳ１４０）。判定の結果、車両１がアイドリング中でない場合（ステップＳ１４０、ＮＯ）、処理はステップＳ１４０の前に戻る。 On the other hand, when the internal combustion engine 10 is being cranked (step S100, YES), the voltage acquisition unit 52 acquires the voltage of the battery 40 (step S120). Next, the control device 50 determines whether the vehicle 1 is idling (step S140). As a result of the determination, when the vehicle 1 is not idling (step S140, NO), the process returns to the front of step S140.
　一方、車両１がアイドリング中である場合（ステップＳ１４０、ＹＥＳ）、判定部５３は、電圧取得部５２により取得された電圧が所定電圧以下であるか否かについて判定する（ステップＳ１６０）。判定の結果、電圧取得部５２により取得された電圧が所定電圧以下でない場合（ステップＳ１６０、ＮＯ）、制御装置５０は、図２における処理を終了する。この場合、アイドル回転数制御部５４は、内燃機関１０のアイドル回転数を通常のアイドル回転数に設定してオルタネータ２０に発電させる。 On the other hand, when the vehicle 1 is idling (YES in step S140), the determining unit 53 determines whether the voltage acquired by the voltage acquiring unit 52 is equal to or less than a predetermined voltage (step S160). As a result of the determination, if the voltage acquired by the voltage acquisition unit 52 is not less than or equal to the predetermined voltage (NO in step S160), the control device 50 ends the process in FIG. In this case, the idle speed control unit 54 sets the idle speed of the internal combustion engine 10 to a normal idle speed and causes the alternator 20 to generate power.
　一方、電圧取得部５２により取得された電圧が所定電圧以下である場合（ステップＳ１６０、ＹＥＳ）、アイドル回転数制御部５４は、所定電圧以下でないと判定された場合と比べて、車両１のアイドリング時における内燃機関１０のアイドル回転数を増大させることにより、オルタネータ２０の発電電力を増大させる制御を行う（ステップＳ１８０）。ステップＳ１８０における処理が完了することによって、制御装置５０は、図２における処理を終了する。 On the other hand, when the voltage acquired by the voltage acquiring unit 52 is less than or equal to the predetermined voltage (YES in step S160), the idle speed control unit 54 performs idling of the vehicle 1 as compared with the case where it is determined not Control is performed to increase the generated power of the alternator 20 by increasing the idle speed of the internal combustion engine 10 at time (step S180). When the process in step S180 is completed, the control device 50 ends the process in FIG.
　以上詳しく説明したように、本実施の形態では、制御装置５０は、内燃機関１０のクランキングが行われる際、バッテリ４０の電圧を取得する電圧取得部５２と、電圧取得部５２により取得された電圧が所定電圧以下であるか否かについて判定する判定部５３と、判定部５３により電圧が所定電圧以下であると判定された場合、電圧が所定電圧以下でないと判定された場合と比べて内燃機関１０のアイドル回転数を増大させることにより、オルタネータ２０の発電電力を増大させるアイドル回転数制御部５４とを備える。 As described above in detail, in the present embodiment, the control device 50 is acquired by the voltage acquisition unit 52 that acquires the voltage of the battery 40 and the voltage acquisition unit 52 when cranking of the internal combustion engine 10 is performed. When the determining unit 53 determines whether the voltage is less than or equal to the predetermined voltage, and when the determining unit 53 determines that the voltage is less than or equal to the predetermined voltage, internal combustion is performed compared to when the voltage is determined not to be less than the predetermined voltage And an idle speed control unit for increasing the generated power of the alternator by increasing the idle speed of the engine.
　このように構成した本実施の形態によれば、内燃機関１０のクランキングが行われる際、バッテリ４０の電圧が低くなること（すなわち、バッテリ４０からスタータモータ３０に供給される電力が低くなること）が防止され、内燃機関１０を十分なトルクでクランキングすることができるため、内燃機関１０の始動性が低下することを防止することができる。 According to the present embodiment configured as described above, when the internal combustion engine 10 is cranked, the voltage of the battery 40 decreases (that is, the power supplied from the battery 40 to the starter motor 30 decreases). Can be prevented and the internal combustion engine 10 can be cranked with a sufficient torque, so that the startability of the internal combustion engine 10 can be prevented from being degraded.
　なお、上記実施の形態において、車両１のアイドリング時におけるアイドル回転数の増大量や増大時間は、ユーザにより任意に設定可能であっても良い。また、判定部５３の判定に用いられる所定電圧は、ユーザにより任意に設定可能であっても良い。これにより、ユーザが所望する態様でアイドル回転数の増大制御を実現することができる。 In the above embodiment, the increase amount or increase time of the idle rotation speed when the vehicle 1 is idling may be arbitrarily set by the user. Further, the predetermined voltage used for the determination of the determination unit 53 may be arbitrarily set by the user. Thereby, the increase control of the idle speed can be realized in a manner desired by the user.
　また、上記実施の形態は、何れも本開示を実施するにあたっての具体化の一例を示したものに過ぎず、これらによって本開示の技術的範囲が限定的に解釈されてはならないものである。すなわち、本開示はその要旨、またはその主要な特徴から逸脱することなく、様々な形で実施することができる。 In addition, the above embodiments are merely examples of implementation for implementing the present disclosure, and the technical scope of the present disclosure should not be interpreted limitedly by these. That is, the present disclosure can be implemented in various forms without departing from the scope or main features of the present disclosure.
　本出願は、２０１７年６月２７日付で出願された日本国特許出願（特願２０１７－１２５５４４）に基づくものであり、その内容はここに参照として取り込まれる。 This application is based on Japanese Patent Application (Japanese Patent Application No. 2017-125544) filed on June 27, 2017, the contents of which are incorporated herein by reference.
　本開示は、スタータモータに電力を供給するバッテリの電圧が低くなりがちな車両において、内燃機関の始動性を向上させることが可能な車両の制御装置および車両の制御方法として有用である。 The present disclosure is useful as a vehicle control device and a vehicle control method that can improve the startability of an internal combustion engine in a vehicle in which the voltage of a battery that supplies power to a starter motor tends to be low.
　１　車両
　１０　内燃機関
　１１　クランク軸
　１２　動力伝達機構
　１３　第１プーリー
　１４　第２プーリー
　１５　ベルト
　１６　連結機構
　１７　リングギア
　１８　ピニオン
　２０　オルタネータ
　２１　インバータ
　３０　スタータモータ
　４０　バッテリ
　５０　制御装置
　５１　温度取得部
　５２　電圧取得部
　５３　判定部
　５４　アイドル回転数制御部
　５５　吸気温度センサ Reference Signs List 1 vehicle 10 internal combustion engine 11 crank shaft 12 power transmission mechanism 13 first pulley 14 second pulley 15 belt 16 coupling mechanism 17 ring gear 18 pinion 20 alternator 21 inverter 30 starter motor 40 battery 50 control device 51 temperature acquisition unit 52 voltage acquisition unit 53 determination unit 54 idle speed control unit 55 intake air temperature sensor

Claims (8)

  1. 　内燃機関の駆動力を用いて発電を行うオルタネータと、前記オルタネータにより発電された電力を充電するバッテリと、前記バッテリに充電された電力の供給を受けて前記内燃機関のクランキングを行うスタータモータと、を備える車両の制御装置であって、
    　前記クランキングが行われる際、前記バッテリの電圧を取得する電圧取得部と、
    　前記電圧取得部により取得された電圧が所定電圧以下であるか否かについて判定する判定部と、
    　前記判定部により前記電圧が所定電圧以下であると判定された場合、前記電圧が所定電圧以下でないと判定された場合と比べて前記内燃機関のアイドル回転数を増大させることにより、前記オルタネータの発電電力を増大させるアイドル回転数制御部と、
    　を備える車両の制御装置。     An alternator that generates electric power using a driving force of an internal combustion engine, a battery that charges the electric power generated by the alternator, and a starter motor that receives the supply of the electric power charged to the battery to crank the internal combustion engine A control device for a vehicle comprising
    A voltage acquisition unit that acquires a voltage of the battery when the cranking is performed;
    A determination unit that determines whether or not the voltage acquired by the voltage acquisition unit is equal to or less than a predetermined voltage;
    When it is determined by the determination unit that the voltage is less than or equal to the predetermined voltage, power generation by the alternator is performed by increasing the idle rotation speed of the internal combustion engine compared to when it is determined that the voltage is not less than the predetermined voltage. An idle speed control unit that increases power;
    Control device for a vehicle comprising:
  2. 　前記アイドル回転数の増大量は、大気温度に関連する温度が低いほど大きい、
    　請求項１に記載の車両の制御装置。     The amount of increase of the idle speed is larger as the temperature related to the atmospheric temperature is lower.
    The control device of the vehicle according to claim 1.
  3. 　前記アイドル回転数の増大量は、ユーザにより任意に設定可能である、
    　請求項１に記載の車両の制御装置。     The increase amount of the idle speed can be arbitrarily set by the user.
    The control device of the vehicle according to claim 1.
  4. 　前記アイドル回転数の増大時間は、大気温度に関連する温度が低いほど長い、
    　請求項１に記載の車両の制御装置。     The increase time of the idle speed is longer as the temperature related to the atmospheric temperature is lower.
    The control device of the vehicle according to claim 1.
  5. 　前記アイドル回転数の増大時間は、ユーザにより任意に設定可能である、
    　請求項１に記載の車両の制御装置。     The increase time of the idle speed can be arbitrarily set by the user.
    The control device of the vehicle according to claim 1.
  6. 　前記所定電圧は、大気温度に関連する温度が低いほど高く設定される、
    　請求項１に記載の車両の制御装置。     The predetermined voltage is set higher as the temperature related to the ambient temperature is lower.
    The control device of the vehicle according to claim 1.
  7. 　前記所定電圧は、ユーザにより任意に設定可能である、
    　請求項１に記載の車両の制御装置。     The predetermined voltage can be arbitrarily set by the user.
    The control device of the vehicle according to claim 1.
  8. 　内燃機関の駆動力を用いて発電を行うオルタネータと、前記オルタネータにより発電された電力を充電するバッテリと、前記バッテリに充電された電力の供給を受けて、前記内燃機関のクランキングを行うスタータモータと、を備える車両の制御方法であって、
    　前記クランキングが行われる際、前記バッテリの電圧を取得し、
    　取得された前記電圧が所定電圧以下であるか否かについて判定し、
    　前記電圧が所定電圧以下であると判定された場合、前記電圧が所定電圧以下でないと判定された場合と比べて前記内燃機関のアイドル回転数を増大させることにより、前記オルタネータの発電電力を増大させる、
    　車両の制御方法。     An alternator that generates electric power using a driving force of an internal combustion engine, a battery that charges the electric power generated by the alternator, and a starter motor that receives the supply of the electric power charged to the battery and cranks the internal combustion engine And a control method of a vehicle comprising
    When the cranking is performed, the voltage of the battery is obtained,
    It is determined whether or not the acquired voltage is equal to or less than a predetermined voltage,
    When it is determined that the voltage is less than or equal to the predetermined voltage, the generated power of the alternator is increased by increasing the idle speed of the internal combustion engine compared to when it is determined that the voltage is not less than the predetermined voltage. ,
    Vehicle control method.
PCT/JP2018/022588 2017-06-27 2018-06-13 Vehicle control device and vehicle control method WO2019003921A1 (en)

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JPH02136550A (en) * 1988-11-16 1990-05-25 Nippon Denso Co Ltd Revolution speed controller for vehicle engine
JPH0588157U (en) * 1992-04-30 1993-11-26 富士重工業株式会社 Alternator power generation control device
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JPH08284719A (en) * 1995-04-11 1996-10-29 Hitachi Ltd Control system of vehicular generator
JP2002038984A (en) * 2000-07-25 2002-02-06 Mitsubishi Motors Corp Idle stop vehicle

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JPH02136550A (en) * 1988-11-16 1990-05-25 Nippon Denso Co Ltd Revolution speed controller for vehicle engine
JPH0588157U (en) * 1992-04-30 1993-11-26 富士重工業株式会社 Alternator power generation control device
JPH08214469A (en) * 1995-01-31 1996-08-20 Nippondenso Co Ltd Power generation controller for vehicle
JPH08284719A (en) * 1995-04-11 1996-10-29 Hitachi Ltd Control system of vehicular generator
JP2002038984A (en) * 2000-07-25 2002-02-06 Mitsubishi Motors Corp Idle stop vehicle

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