WO2012011184A1 - 車両制御システム - Google Patents
車両制御システム Download PDFInfo
- Publication number
- WO2012011184A1 WO2012011184A1 PCT/JP2010/062366 JP2010062366W WO2012011184A1 WO 2012011184 A1 WO2012011184 A1 WO 2012011184A1 JP 2010062366 W JP2010062366 W JP 2010062366W WO 2012011184 A1 WO2012011184 A1 WO 2012011184A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- power generation
- alternator
- generation amount
- control
- vehicle
- Prior art date
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- 238000010248 power generation Methods 0.000 claims description 202
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Images
Classifications
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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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18072—Coasting
-
- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
-
- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
- F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/1438—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in combination with power supplies for loads other than batteries
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/1446—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in response to parameters of a vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/545—Temperature
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/46—Engine injection cut at coasting
-
- 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
- F02D41/0002—Controlling intake air
- F02D41/0005—Controlling intake air during deceleration
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
Definitions
- the present invention relates to a vehicle control system.
- Patent Document 1 discloses an alternator control device that determines a target deceleration based on the vehicle speed when the fuel is being decelerated and controls the power generation amount of the alternator so that the actual deceleration becomes the target deceleration.
- Technology is disclosed.
- the driver may make a slight acceleration request by operating the accelerator pedal in the slow deceleration area.
- the execution period of the fuel cut control is shortened, leading to a reduction in fuel consumption. It is desired that the shortening of the execution period of fuel cut control can be suppressed.
- An object of the present invention is to provide a vehicle control system capable of extending the execution period of fuel cut control.
- the vehicle control system of the present invention includes an alternator that is driven by torque transmitted from an engine as a power source of the vehicle to generate electric power and that can adjust the amount of electric power generation, and stops the supply of fuel to the engine during traveling.
- the power generation amount of the alternator is controlled based on a physical quantity that changes according to the accelerator operation of the driver.
- the control of the power generation amount based on the physical quantity is based on at least one of an accelerator opening, a throttle opening, or a target value related to the driving force of the vehicle based on the accelerator opening. It is preferable to control the power generation amount of the alternator.
- the power generation amount of the alternator when the power generation amount based on the physical quantity is controlled is smaller than the power generation amount of the alternator immediately before the control of the power generation amount based on the physical quantity is started. Is preferred.
- the power generation amount of the alternator is reduced to a power generation quantity corresponding to at least one of the physical quantity and the deceleration of the vehicle.
- the power generation amount of the alternator it is preferable to reduce the power generation amount of the alternator to a selectable lower limit power generation amount in the control of the power generation amount based on the physical quantity.
- the power generation amount of the alternator is gradually changed in the control of the power generation amount based on the physical quantity.
- the power generation amount of the alternator is controlled based on a brake physical quantity that changes according to the driver's brake operation during execution of the fuel cut control.
- the control start condition in the control of the power generation amount based on the brake physical quantity is that the brake physical quantity changes from a value indicating brake on to a value indicating brake off, and the power generation based on the brake physical quantity
- the power generation amount of the alternator when the amount is controlled is preferably smaller than the power generation amount of the alternator immediately before the control of the power generation amount based on the brake physical quantity is started.
- the power generation amount of the alternator is not controlled based on the driver's brake operation during execution of the fuel cut control.
- the vehicle control system controls the power generation amount of the alternator based on a physical quantity that changes according to the driver's accelerator operation during execution of fuel cut control.
- fuel injection can be suppressed by controlling the power generation amount of the alternator according to the deceleration required by the driver.
- the vehicle control system of the present invention there is an effect that it is possible to extend the execution period of the fuel cut control.
- FIG. 1 is a flowchart showing the operation of the first embodiment.
- FIG. 2 is a diagram illustrating a main part of a vehicle on which the vehicle control system of the embodiment is mounted.
- FIG. 3 is a diagram illustrating a hardware configuration according to the power generation control of the embodiment.
- FIG. 4 is a diagram illustrating a start condition and an end condition of the FC power generation amount control according to the first embodiment.
- FIG. 5 is a time chart showing an operation when the FC power generation amount control of the first embodiment is performed.
- FIG. 6 is a diagram illustrating control start conditions according to the second embodiment.
- FIG. 7 is a flowchart showing the operation of the second embodiment.
- FIG. 8 is a time chart showing an operation when the FC power generation amount control of the second embodiment is performed.
- FIG. 8 is a time chart showing an operation when the FC power generation amount control of the second embodiment is performed.
- FIG. 9 is a diagram illustrating a control start condition and a control end condition according to the third embodiment.
- FIG. 10 is a flowchart showing the operation of the third embodiment.
- FIG. 11 is a time chart showing an operation when the FC power generation amount control of the third embodiment is performed.
- FIG. 12 is a diagram illustrating a control start condition and a control end condition according to the fourth embodiment.
- FIG. 13 is a flowchart showing the operation of the fourth embodiment.
- FIG. 14 is a time chart showing an operation when the FC power generation amount control of the fourth embodiment is performed.
- FIG. 15 is a diagram illustrating control start conditions according to the fifth embodiment.
- FIG. 16 is a flowchart showing the operation of the fifth embodiment.
- FIG. 17 is a time chart illustrating an operation when the FC power generation amount control according to the fifth embodiment is performed.
- FIG. 1 is a flowchart showing the operation of the first embodiment
- FIG. 2 is a diagram showing a main part of a vehicle on which the vehicle control system of the embodiment is mounted.
- the vehicle control system 1-1 reduces the alternator instruction voltage in accordance with the accelerator operation and the throttle operation when the vehicle enters the slow deceleration region during the fuel cut control in the vehicle capable of alternator power generation control. Let Thereby, the deceleration can be reduced without fuel injection with respect to the driver's accelerator operation, and the execution period of the fuel cut control can be extended.
- reference numeral 100 indicates a vehicle.
- the vehicle 100 includes an engine 1, an automatic transmission 2, an ECU 30, and a battery 40.
- An engine 1 as a power source of the vehicle 100 is a known internal combustion engine, an intake passage (not shown), a throttle valve that adjusts the flow rate of intake air flowing through the intake passage, a fuel injection device that injects fuel into the intake passage, And an ignition device for igniting the air-fuel mixture in the cylinder.
- the automatic transmission 2 is connected to the rotating shaft 11 of the engine 1.
- the automatic transmission 2 is connected to a differential gear 3 to which the rotation of the engine 1 changed by the automatic transmission 2 is transmitted.
- the differential gear 3 is connected to the drive shaft 4, and the rotation of the engine 1 transmitted to the differential gear 3 is transmitted to the drive wheels 5 via the drive shaft 4.
- the engine 1 is provided with an alternator 6 and an auxiliary machine 7.
- the alternator 6 is driven by torque (power) transmitted from the engine 1 to generate electric power.
- the auxiliary machine 7 is an apparatus for indirectly assisting the running of the vehicle 100, operates by receiving mechanical power from the engine 2, converts the mechanical power into predetermined work, and outputs it. It is a drive machine.
- the auxiliary machine 7 is, for example, a compressor of an air conditioner (air conditioner) mounted on the vehicle.
- the crankshaft pulley 12 provided on the rotating shaft 11 of the engine 1, the alternator pulley 8 provided on the rotating shaft 6 a of the alternator 6, and the auxiliary machine pulley 9 provided on the rotating shaft 7 a of the auxiliary machine 7 include: An endless V-belt 13 is wound around.
- the rotating shaft 11 rotates during operation of the engine 1, the rotation is transmitted to the alternator pulley 8 and the auxiliary pulley 9 via the crankshaft pulley 12 and the V belt 13, respectively.
- the rotating shaft 6a of the alternator 6 rotates, and electric power is generated.
- the rotating shaft 7a of the auxiliary machine 7 is rotationally driven.
- the alternator 6 and the auxiliary machine 7 are driven by the torque transmitted from the drive wheels 5 through the engine 1. Is done.
- the alternator 6 is, for example, a three-phase AC generator provided with a rectifier (not shown), and converts the electric power generated by the AC current into a DC current and outputs it.
- the alternator 6 is configured to generate electric power having an optimum voltage for supplying electric power to the battery 40 and the electric load at an engine speed with high frequency of the engine 1.
- the alternator 6 also applies an alternator load torque, which is a torque corresponding to the power generation load (drive load), to the rotating shaft 11 of the engine 1.
- the alternator 6 has a rotating shaft (rotor) 6a and a stator (not shown).
- the alternator 6 the braking / driving force acting on the rotating shaft 11 of the engine 1 is transmitted from the crankshaft pulley 12 to the rotating shaft 6a via the V belt 13 and the alternator pulley 8, and the rotating shaft 6a rotates with respect to the stator. To generate electricity.
- the alternator 6 is a three-phase AC generator including a stator coil having a three-phase winding provided on a stator (not shown) and a field coil provided on the rotating shaft 6a and positioned inside the stator coil. Make.
- the alternator 6 causes the stator coil to generate induced power by rotating the field coil together with the rotating shaft 6a in an energized state, and converts the induced current (three-phase alternating current) into a direct current by a rectifier and outputs it.
- FIG. 3 is a diagram illustrating a hardware configuration according to the power generation control of the embodiment.
- the alternator 6 includes a voltage regulator 6b, and controls a field current flowing in the field coil by the voltage regulator 6b in accordance with a control signal input from the ECU 30. Thereby, the induced power generated in the stator coil is adjusted, and the amount of power generation is controlled. That is, the alternator 6 can adjust the amount of power generation, and the power generation load (drive load) of the alternator 6 can be variably set by controlling the field current.
- the ECU 30 can perform power generation control of the alternator 6 based on the battery state.
- the alternator 6, the battery 40, and the electric load 10 are electrically connected to each other via the voltage line 15.
- the battery 40 is a secondary battery and can store the electric power generated by the alternator 6.
- the electric load 10 is, for example, a light, a blower motor, a wiper, or the like.
- the electric load 10 operates by consuming electric power from at least one of the battery 40 and the alternator 6.
- a battery state detection sensor 16 is provided on the voltage line 15. The battery state detection sensor 16 detects the current value charged in the battery 40 via the voltage line 15, the current value discharged from the battery 40 via the voltage line 15, the voltage value of the battery 40, and the temperature of the battery 40. be able to.
- Signals indicating the charge / discharge current value, voltage value, and temperature detected by the battery state detection sensor 16 are output to the ECU 30.
- the ECU 30 calculates the battery state based on the signal acquired from the battery state detection sensor 16. For example, the ECU 30 can calculate the integrated value of the charge / discharge current of the battery 40 and calculate the battery state SOC of the battery 40.
- the ECU 30 detects an accelerator opening sensor 21 for detecting an accelerator opening (accelerator pedal opening), a throttle opening sensor 22 for detecting a throttle valve opening and idle ON / OFF, and a brake ON / OFF detection.
- a brake switch 23 is connected.
- the ECU 30 is connected to various sensors 24 that detect the traveling state of the vehicle 100 and the like. For example, a vehicle speed sensor that detects the vehicle speed of the vehicle 100, a brake operation amount sensor that detects an operation amount (stepping force or pedal stroke) with respect to a brake pedal, an engine speed sensor that detects an engine speed, and the like are connected to the ECU 30.
- the ECU 30 can determine the traveling state of the vehicle 100 based on information acquired from the sensors 21, 22, 23, and 24.
- the ECU 30 performs power generation control of the alternator 6 based on the battery state and the running state. For example, the ECU 30 determines the power generation amount of the alternator 6, here the output voltage of the alternator 6, based on the SOC value of the battery 40, the running state of the vehicle 100, the state of the electric load 10, and the like.
- the alternator 6 controls the field current flowing in the field coil by the voltage regulator 6b so as to realize the determined output voltage.
- the alternator 6 can cause the driving wheels 5 to act on the driving wheels 5 according to the power generation load. For example, if the load on the alternator 6 is reduced while the braking / driving force of the engine 1 is constant, the braking / driving force acting on the drive wheels 5 via the automatic transmission 2, the differential gear 3, and the drive shaft 4 increases. To do. That is, the alternator 6 generates an alternator braking / driving force, here an alternator driving force (a positive driving force that acts forward on the vehicle 100). On the other hand, when the braking / driving force of the engine 1 is constant and the load of the alternator 6 is increased, the braking / driving force acting on the drive wheels 5 via the automatic transmission 2, the differential gear 3, and the drive shaft 4 is reduced.
- the alternator 6 generates an alternator braking / driving force, here an alternator braking force (a negative driving force that acts backward on the vehicle 100). That is, a braking / driving force obtained by subtracting the alternator braking / driving force generated by the alternator 6 from the braking / driving force of the engine 1 acts on the driving wheel 5.
- the vehicle control system 1-1 of the present embodiment includes an ECU 30 and an alternator 6.
- the ECU 30 can perform operation control of the engine 1 and shift control of the automatic transmission 2.
- the ECU 30 executes fuel cut control for stopping the supply of fuel to the engine 1 while the vehicle 100 is traveling, for example, when the vehicle 100 is decelerated.
- the ECU 30 starts fuel cut control when a predetermined fuel cut execution condition is satisfied during deceleration of the vehicle.
- the fuel cut execution conditions are set, for example, with respect to the throttle opening degree TA, the vehicle speed, etc.
- the idle switch is turned on in the throttle opening degree sensor 22 and the vehicle speed is equal to or higher than the vehicle speed at which the fuel cut can be started.
- the fuel cut control is set to be permitted when the condition is satisfied.
- the ECU 30 terminates the fuel cut control when the vehicle speed becomes equal to or lower than a predetermined fuel cut end vehicle speed or when the throttle opening degree TA becomes equal to or greater than a predetermined opening degree during execution of the fuel cut control. .
- the rotation shaft 11 of the engine 1 is subjected to the friction load, the oil pump load, the air conditioner load, the alternator load, the pumping loss load, etc. that the engine 1 originally has. All of these loads exist as engine brake amounts during deceleration.
- the driver performs the accelerator pedal operation.
- the deceleration may be adjusted by performing fuel injection. Even though the vehicle is decelerating, it is a waste of fuel efficiency to create a deceleration by fuel injection. If the load on the rotary shaft 11 is simply reduced, the driver's required deceleration can be realized without performing fuel injection.
- the vehicle control system 1-1 of the present embodiment controls the power generation amount of the alternator 6 based on a physical quantity that changes in accordance with the driver's accelerator operation during execution of fuel cut control.
- the power generation amount of the alternator 6 when the power generation amount is controlled according to the accelerator operation is smaller than the power generation amount immediately before the control of the power generation amount according to the accelerator operation is started. That is, by controlling the power generation amount according to the accelerator operation, the alternator driving force is increased and the deceleration of the vehicle 100 is smaller than before the start of control.
- the control of the power generation amount of the alternator 6 that is performed during the fuel cut control and based on the physical quantity that changes according to the driving operation is also simply referred to as “FC power generation amount control”. To do.
- the FC power generation amount control of the present embodiment controls the power generation amount of the alternator 6 based on a physical quantity that changes in accordance with the driver's accelerator operation.
- the ECU 30 determines the start and end of the FC power generation amount control based on the accelerator opening and the throttle opening TA.
- the accelerator opening and the throttle opening correspond to physical quantities that change according to the driver's accelerator operation.
- FIG. 4 is a diagram for explaining the start condition and end condition of the FC power generation amount control according to the present embodiment.
- (a) shows the throttle opening TA
- (b) shows the accelerator opening
- (c) shows the fuel injection amount.
- the opening degree TA1 corresponding to the ISC indicates the opening degree of the throttle valve during idling.
- the ISC minute opening TA1 is, for example, the minimum opening in the throttle opening TA.
- the throttle opening TA becomes larger than the ISC minute opening TA1. That is, in the accelerator opening, the opening range larger than the opening ACC1 corresponds to the opening range larger than the idling opening in the throttle valve opening.
- fuel injection is performed based on the throttle opening TA in the range of the opening that is equal to or larger than the opening indicated by the symbol ACC2 in the accelerator opening. That is, the opening degree ACC2 is an accelerator opening degree at which the idle ON and the idle OFF are switched.
- the ECU 30 starts the FC power generation amount control when the throttle opening degree TA is larger than the ISC minute opening degree TA1.
- the FC power generation amount control is started when the accelerator pedal is depressed from the state where the accelerator opening is 0 during execution of the fuel cut control and the throttle opening TA becomes larger than the ISC minute opening TA1.
- the ISC minute opening degree TA1 is a threshold value for determining the control start condition of the FC power generation amount control, and corresponds to a predetermined amount according to the control start condition of the present embodiment.
- the control start may be determined based on the accelerator opening. For example, in addition to the condition that the throttle opening degree TA is larger than the opening degree TA1 for the ISC, the control start condition may be that the condition that the accelerator opening degree is larger than the opening degree ACC1 is satisfied.
- the ECU 30 ends the FC power generation amount control when the accelerator opening becomes 0 or less during execution of the FC power generation amount control. That is, the accelerator opening degree 0 is a control end condition for FC power generation amount control.
- the accelerator opening may be linearly processed or non-linear.
- the ECU 30 ends the fuel cut control and the FC power generation amount control, respectively, and restarts fuel injection. That is, the opening degree ACC2 is the fuel injection start timing and is also the control end condition of the FC power generation amount control.
- FIG. 5 is a time chart showing the operation when the FC power generation amount control of this embodiment is performed.
- (a) shows the vehicle speed
- (b) shows the throttle opening TA
- (c) shows the accelerator opening
- (d) shows the fuel injection amount
- (e) shows the alternator instruction voltage.
- the alternator instruction voltage is a command value of a voltage to be output to the alternator 6.
- the ECU 30 outputs a control signal indicating the alternator instruction voltage to the voltage regulator 6b.
- each solid line shows a transition of each value in the vehicle 100 of the present embodiment capable of executing the FC power generation amount control.
- Each broken line indicates an example of transition of each value when the FC power generation amount control is not executed.
- step S1 the ECU 30 determines whether or not a timer condition is satisfied.
- the timer process of step S1 is a process for preventing hunting of the FC power generation amount control.
- the ECU 30 determines a change in throttle opening (ON) that satisfies the control start condition for FC power generation amount control within a predetermined time period until now, and a change in accelerator opening (OFF) that satisfies the control end condition. Is detected for a predetermined number of times or more, the start of FC power generation amount control is prohibited because the timer condition is not satisfied.
- step S1 if it is determined that the timer condition is not satisfied when the total number of times of the throttle opening ON change and the accelerator opening OFF change is equal to or greater than a predetermined number.
- step S1-Y if it is determined that the timer condition is satisfied (step S1-Y), the process proceeds to step S2, and if not (step S1-N), the control flow ends.
- step S2 the ECU 30 determines whether or not a control start condition is satisfied.
- the ECU 30 makes an affirmative determination in step S2 when the current throttle opening degree TA is larger than the ISC minute opening degree TA1.
- the throttle opening degree TA changes to an opening degree larger than the ISC minute opening degree TA1, and the control start condition is established.
- step S2-Y if it is determined that the control start condition is satisfied (step S2-Y), the process proceeds to step S3. If not (step S2-N), the control flow ends. .
- step S3 the ECU 30 sets the alternator instruction voltage to a low voltage.
- the ECU 30 sets the alternator instruction voltage to a higher voltage than during acceleration during deceleration. For example, during acceleration, the ECU 30 causes the alternator 6 to generate only the shortage of battery power based on the required power of the electrical load 10 and the discharge capacity of the battery 40.
- the ECU 30 makes the power generation amount of the alternator 6 larger than the power generation amount during acceleration during deceleration.
- the alternator instruction voltage during deceleration is set to a value greater than the alternator instruction voltage during acceleration, the load imposed by the alternator 6 during acceleration is reduced, and the kinetic energy of the vehicle 100 is effectively utilized during deceleration.
- the battery 40 can be charged.
- the alternator instruction voltage which is set to a high voltage in advance during deceleration, is reduced according to the accelerator operation, thereby meeting the driver's demand for reduction in deceleration. Since the alternator instruction voltage is reduced by the FC power generation amount control, the power generation amount of the alternator 6 when the FC power generation amount control is performed is greater than the power generation amount of the alternator 6 immediately before the FC power generation amount control is started. Will also be small.
- the ECU 30 gradually changes the alternator instruction voltage when the alternator instruction voltage is reduced in the FC power generation amount control. As indicated by reference numerals 109a and 109c in FIG. 5, the ECU 30 gradually decreases the alternator instruction voltage toward the predetermined voltage V1 when the control start condition is satisfied. Thereby, the electric power generation amount of the alternator 6 falls gradually.
- the predetermined voltage V1 is a target voltage when the alternator instruction voltage is lowered in the FC power generation amount control. By reducing the alternator instruction voltage to the predetermined voltage V1, the power generation amount of the alternator 6 can be reduced to the power generation amount corresponding to the predetermined voltage V1.
- the predetermined voltage V1 may be a constant value or variable according to the accelerator opening, the throttle opening TA, and the like.
- the predetermined voltage V1 can be a minimum voltage that can satisfy the shortage of battery power based on the required power of the electrical load 10 and the discharge capacity of the battery 40.
- the predetermined voltage V1 can be set to the minimum voltage, the power generation amount of the alternator 6 can be reduced to the lower limit power generation amount that can be selected in the FC power generation amount control.
- the predetermined voltage V1 when the accelerator opening degree or the throttle opening degree TA is large may be lower than the predetermined voltage V1 when the opening degree is small.
- the predetermined voltage V1 may be variable according to the deceleration of the vehicle 100.
- the predetermined voltage V1 when the deceleration of the vehicle 100 is large, the predetermined voltage V1 can be set to a lower voltage than when the deceleration is small. Since there is a correspondence between the vehicle speed and the deceleration, the predetermined voltage V1 may be variable according to the vehicle speed. For example, when the vehicle speed is high, the deceleration of the vehicle 100 tends to be larger than when the vehicle speed is low. From this, when the vehicle speed is high, the predetermined voltage V1 may be a lower voltage than when the vehicle speed is low.
- the ECU30 reduces alternator instruction voltage with a uniform voltage gradient, for example, when alternator instruction voltage is lowered.
- This voltage gradient can be a guard value of the voltage change rate that suppresses the influence on the operational stability of the electrical load 10, for example. That is, the ECU 30 can reduce the alternator instruction voltage with the maximum voltage gradient allowed in the voltage guard process.
- the method of reducing the alternator instruction voltage is not limited to this.
- the voltage gradient may be determined based on the accelerator opening or the throttle opening TA. For example, when the accelerator opening or the throttle opening TA is large, the voltage gradient may be larger than when it is small. Further, the voltage gradient may be determined based on the deceleration of the vehicle 100 or the vehicle speed.
- the voltage gradient may be larger than when the deceleration and the vehicle speed are small.
- the voltage gradient may be variable according to the predetermined voltage V1. For example, when the predetermined voltage V1 is low, the voltage gradient may be larger than when the predetermined voltage V1 is high. Note that the voltage gradient of the alternator instruction voltage may not be constant, and the voltage gradient may change while the alternator instruction voltage is lowered.
- the driver who wanted to reduce the deceleration stops the depression of the accelerator because the deceleration decreases due to the decrease in the alternator instruction voltage (see reference numeral 105a).
- the vehicle can travel while continuing the fuel cut control (see reference numeral 107a).
- the FC power generation amount control when an operation of gradually depressing the accelerator (see reference numeral 105b in FIG. 5) is performed in order to shift to acceleration traveling, an alternator instruction is given at time t3 as indicated by reference numeral 109c.
- the voltage starts to decrease and the deceleration decreases. Therefore, the increase in the accelerator opening 105b when the FC power generation amount control is performed is more gradual than the increase in the accelerator opening 104b when the FC power generation amount control is not executed.
- the increase in the throttle opening 103b when the FC power generation amount control is performed is more gradual than the increase in the throttle opening 102b when the FC power generation amount control is not executed.
- the fuel injection start timing t5 when the FC power generation amount control is performed is later than the fuel injection start timing t4 when the FC power generation amount control is not executed.
- step S4 the ECU 30 determines whether or not a control end condition is satisfied.
- the ECU 30 makes an affirmative determination in step S4 when the current accelerator opening is 0 or less.
- the accelerator opening is reduced to 0 at time t2.
- step S4-Y if it is determined that the control end condition is satisfied (step S4-Y), the process proceeds to step S5. If not (step S4-N), the control flow ends. .
- step S5 the alternator instruction voltage is returned by the ECU 30.
- the ECU 30 increases the alternator instruction voltage so as to restore the alternator instruction voltage that has been decreased in step S3.
- the ECU 30 gradually increases the alternator instruction voltage as indicated by reference numeral 109b in FIG. Thereby, the electric power generation amount of the alternator 6 increases gradually.
- the ECU 30 increases the alternator instruction voltage with a constant voltage gradient.
- the voltage gradient at this time may be a guard value for the change rate of the alternator instruction voltage. In this way, by gradually increasing the alternator instruction voltage, an abrupt change in alternator load torque is suppressed.
- the FC power generation amount control operates only when the vehicle is decelerating and the accelerator pedal operation is on, and the alternator instruction voltage decreases. Thereby, the fuel injection for deceleration adjustment can be suppressed and the execution period of fuel cut control can be extended.
- fuel injection is started in a state where the alternator instruction voltage is set to a low voltage by FC power generation amount control. .
- the engine output used for driving the alternator 6 is reduced, so that a larger amount of engine output can be used for the driving force of the vehicle 100. Therefore, the acceleration performance (time advantage and output advantage) of the vehicle 100 can be improved.
- the power generation amount of the alternator 6 may be controlled based on a target value related to the driving force of the vehicle 100 instead of or in addition to the throttle opening degree TA and the accelerator opening degree.
- the target value relating to the driving force of the vehicle 100 includes the target driving force and the target acceleration, and is a target value relating to the drive control of the vehicle 100.
- a target value related to the driving force of the vehicle 100 (hereinafter also simply referred to as “target value”) is generated based on, for example, the accelerator opening.
- the target value can be generated based on the accelerator opening and the vehicle speed.
- ECU30 controls an engine etc. so that a target value may be realized, when running control based on a target value is performed. For example, during engine operation, the engine output is controlled so as to achieve the target value. Further, during fuel cut control, the target value can be achieved by adjusting the alternator load by FC power generation amount control. For example, if the alternator instruction voltage is decreased according to the increase in the target driving force due to the increase in the accelerator opening, the driving force can be controlled according to the target driving force even during the fuel cut control. Become.
- the control start condition of the FC power generation amount control may be that the target value is larger than a predetermined value.
- the control opening condition is that the throttle opening TA is larger than the ISC minute opening TA1 during deceleration.
- the throttle opening TA that is determined to start the control is limited to this. is not.
- the ECU 30 determines that the control end condition is satisfied when the accelerator opening becomes 0 in the FC power generation amount control, but the determination method for establishing the control end condition is not limited to this.
- the control end condition may be determined to be satisfied when the accelerator opening is equal to or less than a predetermined opening greater than 0, and the throttle opening TA is determined to be a predetermined opening, for example, an ISC minute opening TA1. It may be determined that the control end condition is satisfied when the value of the control end condition decreases.
- alternator 6 of the present embodiment can change the generated voltage by the alternator instruction voltage, it is not limited to this.
- the alternator 6 may be capable of current limit control by LIN communication, for example.
- the control start condition is satisfied when the throttle opening degree TA is larger than the ISC minute opening degree TA1, but instead, in this embodiment, the throttle opening degree TA is the ISC. Before the opening becomes larger than the minute opening TA1, it is determined whether the control start condition is satisfied based on the accelerator opening. Thereby, it becomes possible to advance the control start timing of FC power generation amount control.
- FIG. 6 is a diagram for explaining the control start conditions of the FC power generation amount control in the present embodiment.
- (a) shows the throttle opening degree TA
- (b) shows the accelerator opening degree
- (c) shows the fuel injection amount.
- the ECU 30 determines the control start condition based on the pedal play amount of the accelerator pedal.
- the pedal play amount of the accelerator pedal is an amount from the accelerator opening 0 to the accelerator opening at which the throttle opening TA changes from the ISC minute opening TA1 to an opening larger than the ISC minute opening TA1.
- the ECU 30 holds the pedal play amount of the accelerator pedal from the correspondence relationship between the accelerator opening degree and the throttle opening degree TA in the past accelerator operation.
- the accelerator opening degree ACC1 at which the throttle opening degree TA has started to increase to an opening degree larger than the ISC minute opening degree TA1 in the accelerator operation from the previous accelerator fully closed state is held as the pedal play amount of the accelerator pedal.
- the ECU 30 sets ⁇ times the held pedal play amount as a control start accelerator opening APPhold which is an accelerator opening (predetermined amount) as a control start condition for the FC power generation amount control.
- ⁇ is a value greater than 0 and less than 1, and may be 0.5, for example.
- the control start accelerator opening APPhold is 0.5 ⁇ ACC1.
- the control start accelerator opening APPhold thus determined is an opening smaller than the opening ACC1 corresponding to the control start condition of the first embodiment. Therefore, the control start condition is that the accelerator opening exceeds the control start accelerator opening APPhold, so that the start of FC power generation amount control can be accelerated.
- FIG. 7 is a flowchart showing the operation of this embodiment
- FIG. 8 is a time chart showing the operation when the FC power generation amount control of this embodiment is performed.
- 8 shows the vehicle speed
- (b) shows the throttle opening TA
- (c) shows the accelerator opening
- (d) shows the fuel injection amount
- (e) shows the alternator instruction voltage.
- each solid line shows a transition of each value in the vehicle 100 of the present embodiment capable of executing FC power generation amount control.
- Each broken line indicates an example of transition of each value when the FC power generation amount control is not executed.
- step S11 the ECU 30 determines whether or not a timer condition is satisfied.
- the ECU 30 changes the accelerator opening (ON) that satisfies the control start condition of the FC power generation amount control within a predetermined time period until now, and the accelerator opening change (OFF) that satisfies the control end condition. Is detected for a predetermined number of times or more, the start of FC power generation amount control is prohibited because the timer condition is not satisfied.
- the ON change of the accelerator opening in the present embodiment means that the accelerator opening changes from an opening equal to or smaller than the control start accelerator opening APPhold to an opening larger than the control start accelerator opening APPhold. .
- step S12 the ECU 30 determines whether a control start condition is satisfied.
- the ECU 30 makes an affirmative determination in step S12 when the current accelerator opening is larger than the previously calculated control start accelerator opening APPhold.
- the accelerator opening changes to an opening larger than the control start accelerator opening APPhold, thereby satisfying the control start condition.
- step S12-Y if it is determined that the control start condition is satisfied (step S12-Y), the process proceeds to step S13. If not (step S12-N), the process proceeds to step S16.
- step S13 the ECU 30 sets the alternator instruction voltage to a low voltage.
- the ECU 30 gradually decreases the alternator instruction voltage toward the predetermined voltage V2.
- the predetermined voltage V2 may be a minimum voltage that can satisfy the shortage of battery power, like the predetermined voltage V1 of the first embodiment, and may include an accelerator opening, a throttle opening TA, a vehicle speed, and a deceleration. It may be variable according to the above. Further, the voltage gradient of the alternator instruction voltage may be the same as the voltage gradient of the first embodiment.
- the control start is determined based on the accelerator opening, as shown by reference numerals 110a and 110b in FIG. 8, the FC power generation amount control at times t6 and t8 before the operation of the throttle pedal starts. Is started.
- step S13 is executed, the process proceeds to step S14.
- step S14 the ECU 30 determines whether or not a control end condition is satisfied.
- the ECU 30 makes an affirmative determination in step S14 when the current accelerator opening is 0 or less. In FIG. 8, at time t7, the accelerator opening is reduced to zero.
- step S14-Y if it is determined that the control end condition is satisfied (step S14-Y), the process proceeds to step S15. If not (step S14-N), the process proceeds to step S16.
- step S15 the alternator instruction voltage is returned by the ECU 30.
- the ECU 30 increases the alternator instruction voltage so as to restore the alternator instruction voltage that has been decreased in step S13.
- the ECU 30 increases the alternator instruction voltage with a constant voltage gradient.
- step S16 the ECU 30 determines whether or not a data holding condition is satisfied.
- the data holding condition is a condition for acquiring the accelerator opening as data for calculating the control start accelerator opening APPhold. Data holding conditions are set for each of the accelerator opening and the throttle opening TA.
- step S16 the data holding condition for the accelerator opening is determined. When the accelerator opening is larger than 0, the ECU 30 makes an affirmative determination in step S16. As a result of the determination, if it is determined that the data holding condition is satisfied (step S16-Y), the process proceeds to step S17. If not (step S16-N), the control flow ends.
- step S17 the ECU 30 determines whether or not a data holding condition is satisfied.
- step S17 a data holding condition for the throttle opening degree TA is determined.
- the ECU 30 makes an affirmative determination in step S17 when the throttle opening degree TA is larger than the ISC minute opening degree TA1. As a result of the determination, if it is determined that the data holding condition is satisfied (step S17-Y), the process proceeds to step S18, and if not (step S17-N), the control flow ends.
- step S18 the ECU 30 starts calculating the control start accelerator pedal opening.
- the ECU 30 calculates a value obtained by multiplying the throttle opening accelerator opening by a coefficient ⁇ .
- the throttle opening during throttle operation is an accelerator opening at which the throttle pedal starts operating from the state where the throttle opening TA is the ISC minute opening TA1 and becomes a throttle opening TA larger than the ISC minute opening TA1.
- step S20 the ECU 30 holds the accelerator opening value of the control start condition.
- the ECU 30 holds the value calculated in step S19 as the control start accelerator opening APPhold.
- the start timing of FC power generation amount control can be advanced with respect to the driver's accelerator operation. Thereby, the response to the driver's deceleration reduction request can be improved.
- the alternator instruction voltage becomes lower before the time point when fuel injection is started (for example, time t9 in FIG. 8) when shifting to acceleration traveling. Become. For this reason, many engine outputs can be used for the driving force of the vehicle 100, and acceleration performance can be improved.
- FIG. 9 is a diagram for explaining the control start condition and the control end condition of the FC power generation amount control in the present embodiment.
- (a) shows the throttle opening degree TA
- (b) shows the accelerator opening degree
- (c) shows the fuel injection amount.
- the control start condition is satisfied when the accelerator opening becomes larger than 0 (predetermined amount) during execution of fuel cut control. Further, when the accelerator opening becomes 0 during execution of the FC power generation amount control, the FC power generation amount control is continuously performed until a predetermined waiting time elapses after the accelerator opening 0 is confirmed. When the waiting time elapses with the accelerator opening being 0, the control end condition is satisfied and the FC power generation amount control is ended. As a result, there are many cases where the alternator instruction voltage becomes a low voltage.
- FIG. 10 is a flowchart showing the operation of this embodiment
- FIG. 11 is a time chart showing the operation when the FC power generation amount control of this embodiment is performed.
- (a) shows the vehicle speed
- (b) shows the throttle opening TA
- (c) shows the accelerator opening
- (d) shows the fuel injection amount
- (e) shows the alternator instruction voltage.
- each solid line shows transition of each value in the vehicle 100 of the present embodiment capable of executing FC power generation amount control.
- Each broken line indicates an example of transition of each value when the FC power generation amount control is not executed.
- the control flow shown in FIG. 10 is executed during the fuel cut control, and is repeatedly executed at a predetermined interval, for example.
- the ECU 30 determines whether or not a timer condition is satisfied.
- the ECU 30 changes the accelerator opening (ON) that satisfies the control start condition of the FC power generation amount control within a predetermined time period until now, and the accelerator opening change (OFF) that satisfies the control end condition. Is detected for a predetermined number of times or more, the start of FC power generation amount control is prohibited because the timer condition is not satisfied.
- the ON change of the accelerator opening in the present embodiment means that the accelerator opening changes from 0 to an opening larger than 0.
- step S21 if it is determined that the timer condition is satisfied (step S21-Y), the process proceeds to step S22. If not (step S21-N), the control flow ends.
- step S22 the ECU 30 determines whether a control start condition is satisfied.
- the ECU 30 determines that the control start condition is satisfied when the accelerator opening is larger than zero.
- the accelerator opening changes to an opening larger than 0, and the control start condition is satisfied.
- step S22-Y if it is determined that the control start condition is satisfied (step S22-Y), the process proceeds to step S23. If not (step S22-N), the process proceeds to step S24.
- step S23 the alternator instruction voltage is set to a low voltage by the ECU 30.
- the ECU 30 gradually decreases the alternator instruction voltage toward the predetermined voltage V3.
- the predetermined voltage V3 may be a minimum voltage that can satisfy the shortage of battery power, like the predetermined voltage V1 of the first embodiment, and the accelerator opening, the throttle opening TA, the vehicle speed, and the deceleration. It may be variable according to the above. Further, the voltage gradient of the alternator instruction voltage may be the same as the voltage gradient of the first embodiment.
- the FC power generation amount control is started at the timing when the accelerator opening is larger than 0, so that the driver's response to the deceleration reduction request is increased. When step S23 is executed, this control flow ends.
- step S24 the ECU 30 determines whether or not a control end condition is satisfied.
- the ECU 30 determines that the control end condition is satisfied if the state where the accelerator opening is 0 continues during the execution of the FC power generation amount control for a predetermined waiting time.
- the ECU 30 counts the duration time of the accelerator opening degree 0 by the timer, and can make the determination in step S24 based on this counter value. In FIG. 11, the accelerator opening is fully closed at time t11, the waiting time elapses at time t12, and the control end condition is satisfied.
- step S24-Y if it is determined that the control end condition is satisfied (step S24-Y), the process proceeds to step S25, and if not (step S24-N), the process proceeds to step S23 and FC is performed. Power generation amount control is continued.
- step S25 the alternator instruction voltage is returned by the ECU 30.
- the ECU 30 increases the alternator instruction voltage so as to restore the alternator instruction voltage that has been reduced in step S23.
- the ECU 30 increases the alternator instruction voltage with a constant voltage gradient.
- the start timing of FC power generation amount control can be advanced with respect to the driver's accelerator operation. As a result, it is possible to improve the response to the driver's deceleration reduction request, improve the acceleration performance when shifting from FC power generation amount control to acceleration traveling, and the like.
- the fourth embodiment will be described with reference to FIGS.
- the same reference numerals are given to components having the same functions as those described in each of the above embodiments, and duplicate descriptions are omitted.
- the present embodiment is different from the above embodiments in that the power generation amount of the alternator 6 is controlled based on the brake physical quantity that changes according to the brake operation.
- FIG. 12 is a diagram for explaining the control start condition and the control end condition of the FC power generation amount control based on the brake operation in the present embodiment.
- the ECU 30 determines that the control start condition for the FC power generation amount control is satisfied when the brake pedal is released when the brake operation is performed during the execution of the fuel cut control. That is, the control start condition is that the brake physical quantity changes from a value indicating brake on (ON) to a value indicating brake off (OFF).
- the control end condition is satisfied when a depression operation is performed on the brake pedal that has not been depressed until the fuel cut control is performed.
- the brake switch 23 detects whether or not an operation is being performed on the brake pedal. For example, the brake switch 23 outputs a signal indicating that the brake is ON when the stroke of the brake pedal is equal to or greater than a predetermined stroke, and outputs a signal indicating that the brake is OFF when the stroke of the brake pedal is less than the predetermined stroke. is there. That is, the stroke of the brake pedal and the output of the brake switch 23 are brake physical quantities that change according to the driver's brake operation.
- the ECU 30 Based on the detection result of the brake switch 23, the ECU 30 changes the brake non-operating state to the brake operating state (brake OFF ⁇ brake ON) and the brake operating state to the brake disengaged state (brake ON ⁇ brake OFF). Each can be detected. In addition, ON / OFF of a brake may be detected based on the signal output from a brake operation amount sensor.
- FIG. 13 is a flowchart showing the operation of this embodiment
- FIG. 14 is a time chart showing the operation when the FC power generation amount control of this embodiment is performed.
- 14 shows the vehicle speed
- (b) shows the state of the brake switch
- (c) shows the accelerator opening
- (d) shows the fuel injection amount
- (e) shows the alternator instruction voltage.
- each solid line shows a transition of each value in the vehicle 100 of the present embodiment capable of executing the FC power generation amount control based on the brake operation.
- Each broken line indicates an example of transition of each value when the FC power generation amount control based on the brake operation is not executed.
- step S31 the ECU 30 determines whether or not a timer condition is satisfied.
- the ECU 30 prohibits the start of the FC power generation amount control when the timer condition is not satisfied when the switching between the brake ON and the brake OFF is detected a predetermined number of times or more within a predetermined time period until now. .
- step S31-Y the process proceeds to step S32, and if not (step S31-N), the control flow ends.
- step S32 the ECU 30 determines whether or not a control start condition is satisfied.
- the ECU 30 determines that the control start condition is satisfied when the brake switch 23 is OFF.
- the control start condition is satisfied by turning off the brake switch.
- step S32-Y if it is determined that the control start condition is satisfied (step S32-Y), the process proceeds to step S33, and if not (step S32-N), the control flow ends.
- step S33 the ECU 30 sets the alternator instruction voltage to a low voltage.
- the ECU 30 gradually decreases the alternator instruction voltage toward a predetermined voltage V4.
- the alternator instruction voltage is decreased in the FC power generation amount control, so that the power generation amount of the alternator 6 when the FC power generation amount control is performed is the same as that of the alternator 6 immediately before the FC power generation amount control is started. It will be smaller than the amount of power generation.
- the predetermined voltage V4 can be a minimum voltage that can satisfy the shortage of battery power based on the required power of the electric load 10 and the discharge capacity of the battery 40, for example. Alternatively, it may be a voltage between the minimum voltage and a selectable maximum voltage.
- the predetermined voltage V4 may be variable according to the deceleration and the vehicle speed, for example, similarly to the predetermined voltage V1 of the first embodiment. Further, the voltage gradient when the alternator instruction voltage is lowered may be a guard value for the voltage change speed, as in the voltage gradient of the first embodiment, or may be determined according to the deceleration or the vehicle speed. . The voltage gradient when lowering the alternator instruction voltage may be a uniform gradient, but is not limited to this, and the voltage gradient may change while the alternator instruction voltage is lowered. When step S33 is executed, the process proceeds to step S34.
- step S34 the ECU 30 determines whether or not a control end condition is satisfied.
- the ECU 30 determines that the control end condition is satisfied when the brake switch 23 is ON.
- the control end condition is satisfied when the brake is turned on.
- step S34-Y if it is determined that the control end condition is satisfied (step S34-Y), the process proceeds to step S35, and if not (step S34-N), the control flow ends.
- step S35 the ECU 30 returns the alternator instruction voltage.
- the ECU 30 increases the alternator instruction voltage so as to restore the alternator instruction voltage that has been decreased in step S33.
- the ECU 30 raises the alternator instruction voltage to a predetermined voltage when the brake is turned on for the first time during execution of the fuel cut control. For example, the ECU 30 increases the alternator instruction voltage to the maximum selectable voltage.
- the ECU 30 gradually increases the alternator instruction voltage.
- the ECU 30 increases the alternator instruction voltage with a constant voltage gradient.
- the alternator instruction voltage is relatively low when the brake operation is not performed.
- the amount of depression of the accelerator pedal becomes small, so that the restart of fuel injection is suppressed.
- the accelerator operation is performed at time t27, the deceleration desired by the driver is reached with a smaller accelerator opening than when the FC power generation amount control is not executed.
- the driver's accelerator operation start timing is delayed as compared with the case where the FC power generation amount control is not performed, and the acceleration operation amount itself and the increase speed of the accelerator operation amount are small. Thereby, the timing (refer time t28) at which fuel injection is started is delayed.
- the FC power generation amount control of the present embodiment it is possible to extend the execution period of the fuel cut control. Further, when the brake operation is performed, the alternator instruction voltage is increased, so that a sufficient power generation amount can be secured and the battery 40 can be charged.
- the FC power generation amount control based on the brake operation of the present embodiment is executed in addition to the FC power generation amount control based on the accelerator operation, for example. That is, when the accelerator operation is performed during the fuel cut control, the FC power generation amount control in the above embodiments based on the accelerator operation is performed, and the brake operation is performed for the brake operation during the fuel cut control. Based on this embodiment, the power generation amount control during FC is executed.
- the predetermined voltage V4 may be a voltage between the minimum voltage that can satisfy the shortage of battery power and the selectable maximum voltage.
- the alternator instruction voltage can be lowered according to the subsequent brake OFF by increasing the alternator instruction voltage.
- the accelerator operation is performed from the state where the alternator instruction voltage is the predetermined voltage V4
- the alternator instruction voltage can be lowered from the predetermined voltage V4.
- the FC power generation amount control based on the accelerator operation and the FC power generation amount control based on the brake operation may be selectively executed. For example, based on the state of charge SOC of the battery 40, only one of the FC power generation amount control based on the accelerator operation or the FC power generation amount control based on the brake operation may be executed during execution of the fuel cut control. If the FC power generation amount control based on the accelerator operation is performed when the state of charge SOC is decreasing, there is an advantage that the state of charge SOC of the battery 40 can be easily recovered. If the FC power generation amount control based on the brake operation is performed when the state of charge SOC is sufficiently secured, the opportunity for the accelerator operation for reducing the deceleration can be reduced.
- the vehicle control system 1-1 may execute only the FC power generation amount control based on the brake operation without executing the FC power generation amount control based on the accelerator operation.
- the power generation amount of the alternator 6 is not controlled based on the driver's brake operation during the fuel cut control, it becomes easier to maintain the alternator instruction voltage at a high voltage, and priority is given to securing the power generation amount of the alternator 6. There is an advantage that can be made.
- the fifth embodiment will be described with reference to FIGS. 15 to 17.
- the same reference numerals are given to components having the same functions as those described in each of the above embodiments, and duplicate descriptions are omitted.
- the present embodiment is different from the fourth embodiment in that the alternator instruction voltage is increased at the start of deceleration and the control start condition for FC power generation amount control is determined by the falling edge of the brake switch 23.
- FIG. 15 is a diagram for explaining a control start condition of FC power generation amount control based on the brake operation in the present embodiment.
- the ECU 30 uses the falling edge detection of the brake switch 23 as a control start condition in place of the brake OFF in the fourth embodiment.
- the falling edge indicates a change start portion of a signal at which the signal output from the brake switch 23 starts to change from a signal state indicating brake ON to a signal state indicating brake OFF. In this way, by using the falling edge of the brake switch 23 as the control start condition, it is possible to improve the responsiveness of the FC power generation amount control to the driver's deceleration reduction request.
- the ECU 30 when the deceleration traveling is started, the ECU 30 increases the alternator instruction voltage before the brake operation is performed (from time t31 to time t32 in FIG. 17). That is, during the initial coast after the start of deceleration, the alternator instruction voltage is not decreased and the alternator instruction voltage is increased even when the brake is OFF. Thereby, the electric power generation amount for charge of the battery 40 can be ensured using the period from the start of deceleration until the brake operation is performed.
- the control to increase the alternator instruction voltage after the start of deceleration corresponds to a preparatory stage for reducing the alternator instruction voltage in the FC power generation amount control. May be.
- FIG. 16 is a flowchart showing the operation of this embodiment
- FIG. 17 is a time chart showing the operation when the FC power generation amount control of this embodiment is performed.
- (a) shows the vehicle speed
- (b) shows the state of the brake switch
- (c) shows the accelerator opening
- (d) shows the fuel injection amount
- (e) shows the alternator instruction voltage.
- each solid line indicates a transition of each value in the vehicle 100 of the present embodiment capable of executing the FC power generation amount control based on the brake operation.
- Each broken line indicates an example of transition of each value when the FC power generation amount control based on the brake operation is not executed.
- step S41 the ECU 30 determines whether or not a timer condition is satisfied.
- the ECU 30 prohibits the start of the FC power generation amount control when the timer condition is not satisfied when the switching between the brake ON and the brake OFF is detected a predetermined number of times or more within a predetermined time period until now. .
- step S41-Y the process proceeds to step 42. If not (step S41-N), the control flow ends.
- step S42 the ECU 30 determines whether a control start condition is satisfied. If the falling edge of the brake switch 23 is detected, the ECU 30 determines that the control start condition is satisfied. In FIG. 17, the falling edge of the brake switch 23 is detected at each of times t33, t35, and t37, and the control start condition is satisfied. As a result of the determination in step S42, if it is determined that the timer condition is satisfied (step S42-Y), the process proceeds to step S43. If not (step S42-N), the control flow ends.
- step S43 the ECU 30 sets the alternator instruction voltage to a low voltage.
- the ECU 30 gradually decreases the alternator instruction voltage toward a predetermined voltage V5.
- the predetermined voltage V5 can be determined in the same manner as the predetermined voltage V4 of the fourth embodiment, for example.
- the voltage gradient when the alternator instruction voltage is lowered may be a guard value for the voltage change speed, as in the voltage gradient of the first embodiment, or may be determined according to the deceleration or the vehicle speed. .
- the voltage gradient may be a uniform gradient, but is not limited to this, and the voltage gradient may change while the alternator instruction voltage is lowered.
- step S44 the ECU 30 determines whether or not a control end condition is satisfied.
- the ECU 30 determines that the control end condition is satisfied when the brake switch 23 is ON.
- the control end condition is satisfied when the brake is turned on.
- step S44-Y if it is determined that the control end condition is satisfied (step S44-Y), the process proceeds to step S45, and if not (step S44-N), the control flow ends.
- step S45 the ECU 30 returns the alternator instruction voltage.
- the ECU 30 increases the alternator instruction voltage so as to restore the alternator instruction voltage that has been decreased in step S43.
- the ECU 30 gradually increases the alternator instruction voltage.
- the ECU 30 increases the alternator instruction voltage with a constant voltage gradient.
- the FC power generation amount control of the present embodiment reduces the driver's deceleration by using the falling edge detection of the brake switch 23 as a control start condition. There is an advantage that the response of the power generation amount control during FC to the request can be improved. Further, it is possible to secure a power generation amount for charging the battery 40 using a period from the start of deceleration to the time when the brake operation is performed.
- the vehicle control system according to the present invention is suitable for extending the execution period of fuel cut control.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Power Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Control Of Eletrric Generators (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
図1から図5を参照して、第1実施形態について説明する。本実施形態は、車両制御システムに関する。図1は、第1実施形態の動作を示すフローチャート、図2は、実施形態の車両制御システムが搭載された車両の要部を示す図である。
図6から図8を参照して第2実施形態について説明する。第2実施形態については、上記実施形態で説明したものと同様の機能を有する構成要素には同一の符号を付して重複する説明は省略する。
図9から図11を参照して第3実施形態について説明する。第3実施形態については、上記各実施形態で説明したものと同様の機能を有する構成要素には同一の符号を付して重複する説明は省略する。
図12から図14を参照して、第4実施形態について説明する。第4実施形態については、上記各実施形態で説明したものと同様の機能を有する構成要素には同一の符号を付して重複する説明は省略する。本実施形態では、ブレーキ操作に応じて変化するブレーキ物理量に基づいてオルタネータ6の発電量が制御される点が上記各実施形態と異なる。
図15から図17を参照して、第5実施形態について説明する。第5実施形態については、上記各実施形態で説明したものと同様の機能を有する構成要素には同一の符号を付して重複する説明は省略する。本実施形態は、減速開始時にオルタ指示電圧を増加させる点、およびFC時発電量制御の制御開始条件をブレーキスイッチ23の立下がりエッジで判定する点において上記第4実施形態と異なる。
1 エンジン
6 オルタネータ
6b 電圧レギュレータ
21 アクセル開度センサ
22 スロットル開度センサ
30 ECU
40 バッテリ
100 車両
APPhold 制御開始アクセル開度
TA スロットル開度
TA1 ISC分開度
Claims (9)
- 車両の動力源としてのエンジンから伝達されるトルクにより駆動されて発電し、かつ発電量を調節可能なオルタネータを備え、
走行中に前記エンジンへの燃料の供給を停止するフューエルカット制御の実行中に、運転者のアクセル操作に応じて変化する物理量に基づいて前記オルタネータの発電量を制御する
ことを特徴とする車両制御システム。 - 前記物理量に基づく発電量の制御とは、アクセル開度、スロットル開度、あるいは前記アクセル開度に基づく前記車両の駆動力に関する目標値の少なくともいずれか一つに基づいて前記オルタネータの発電量を制御するものである
請求項1に記載の車両制御システム。 - 前記物理量に基づく発電量の制御がなされているときの前記オルタネータの発電量は、前記物理量に基づく発電量の制御が開始される直前の前記オルタネータの発電量よりも小さい
請求項1または2に記載の車両制御システム。 - 前記物理量に基づく発電量の制御において、前記物理量あるいは前記車両の減速度の少なくともいずれか一方に応じた発電量まで前記オルタネータの発電量を低下させる
請求項3に記載の車両制御システム。 - 前記物理量に基づく発電量の制御において、選択可能な下限の発電量まで前記オルタネータの発電量を低下させる
請求項3に記載の車両制御システム。 - 前記物理量に基づく発電量の制御において、前記オルタネータの発電量を徐々に変化させる
請求項3に記載の車両制御システム。 - 更に、前記フューエルカット制御の実行中に、前記運転者のブレーキ操作に応じて変化するブレーキ物理量に基づいて前記オルタネータの発電量を制御する
請求項1に記載の車両制御システム。 - 前記ブレーキ物理量に基づく発電量の制御における制御開始条件は、前記ブレーキ物理量がブレーキオンを示す値からブレーキオフを示す値に変化することであって、
前記ブレーキ物理量に基づく発電量の制御がなされているときの前記オルタネータの発電量は、前記ブレーキ物理量に基づく発電量の制御が開始される直前の前記オルタネータの発電量よりも小さい
請求項7に記載の車両制御システム。 - 前記フューエルカット制御の実行中に、前記運転者のブレーキ操作に基づいて前記オルタネータの発電量を制御しない
請求項1に記載の車両制御システム。
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US13/809,920 US8996283B2 (en) | 2010-07-22 | 2010-07-22 | Vehicle control system |
JP2012504585A JP5545359B2 (ja) | 2010-07-22 | 2010-07-22 | 車両制御システム |
PCT/JP2010/062366 WO2012011184A1 (ja) | 2010-07-22 | 2010-07-22 | 車両制御システム |
CN201080068135.1A CN103026613B (zh) | 2010-07-22 | 2010-07-22 | 车辆控制*** |
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PCT/JP2010/062366 WO2012011184A1 (ja) | 2010-07-22 | 2010-07-22 | 車両制御システム |
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CN103427744A (zh) * | 2012-05-21 | 2013-12-04 | 三菱电机株式会社 | 车辆用发电装置及其发电控制方法 |
WO2014083995A1 (ja) * | 2012-11-28 | 2014-06-05 | トヨタ自動車株式会社 | 走行制御装置 |
WO2014083996A1 (ja) * | 2012-11-28 | 2014-06-05 | トヨタ自動車株式会社 | 走行制御装置 |
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JP5644723B2 (ja) * | 2011-09-08 | 2014-12-24 | 株式会社オートネットワーク技術研究所 | 電力供給制御装置 |
US9500143B2 (en) * | 2011-10-14 | 2016-11-22 | GM Global Technology Operations LLC | Alternator control systems and methods for vehicle deceleration |
US20150288315A1 (en) * | 2014-04-02 | 2015-10-08 | Hamilton Sundstrand Corporation | Systems utiilizing a controllable voltage ac generator system |
WO2016072003A1 (ja) * | 2014-11-07 | 2016-05-12 | 株式会社日立産機システム | 電力変換装置および電力変換装置の制御方法 |
KR101646410B1 (ko) * | 2014-12-11 | 2016-08-05 | 현대자동차주식회사 | 차량의 발전 제어 방법 |
US9896105B2 (en) * | 2015-07-08 | 2018-02-20 | Toyota Motor Engineering & Manufacturing North America, Inc. | Systems and methods for controlling a vehicle's deceleration level by controlling the alternator output |
CN108045371A (zh) * | 2017-12-14 | 2018-05-18 | 阜阳裕晟电子科技有限公司 | 一种车辆控制*** |
CN108068810A (zh) * | 2017-12-14 | 2018-05-25 | 黄晓丽 | 一种车辆安全车距的控制方法 |
JP6958477B2 (ja) * | 2018-05-11 | 2021-11-02 | トヨタ自動車株式会社 | ハイブリッド車両の制御システム |
JP2022149908A (ja) * | 2021-03-25 | 2022-10-07 | 本田技研工業株式会社 | 車両制御装置 |
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CN103026613A (zh) | 2013-04-03 |
JP5545359B2 (ja) | 2014-07-09 |
US20130116914A1 (en) | 2013-05-09 |
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