JP4808583B2 - VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD - Google Patents

Description

  The present invention relates to a vehicle control device and a vehicle control method for controlling a power generation state of a vehicle generator.

  Vehicles such as automobiles include headlights, small lights, brake lamps, interior lights, etc., drive motors such as power windows, wipers, air conditioners and radiator fans, and drive equipment for engine startup. Various electric devices (electric loads) are installed. And the electric power consumed by various electric equipment is obtained with the generator (generator) for vehicles driven by an engine.

  Power generation by the generator is performed in a state where a necessary electric capacity (target charging voltage) is ensured according to the state of the electric load of the vehicle and the like. Since the operation of the generator is accompanied by the load of the engine, the generator stops generating power when the required electric capacity (predetermined voltage) is exceeded (the power generating load is low), and operates when it falls below (power generation) The load is in a high load state). And control which repeats this operation of power generation (high load state) and stop of power generation (low load state) with an appropriate cycle for a short time has been conventionally performed (for example, refer to Patent Document 1). By executing the power generation operation (high load state) and stop (low load state) at appropriate intervals, it is possible to control the battery so that it does not become overcharged while ensuring the required electrical capacity, and to reduce the load on the engine. This makes it possible to improve fuel efficiency.

  Specifically, output (ON) of the power generation control signal is started in synchronization with the crank angle signal of the engine, and the power generation operation (high load state) and stop of the generator is performed according to the output (ON) of the power generation control signal. (Low load state) is switched. Alternatively, the power generation control signal is output (ON) at a constant cycle regardless of the crank angle signal. That is, the power generation control signal is repeatedly output at a control cycle synchronized with the crank angle signal or at a constant control cycle (for example, 22 times / sec in idling operation), power generation operation (high load state) and power generation stop ( Low load state).

  As a generator, an alternator is known in which the power of an engine crankshaft is transmitted via a timing belt. The alternator is operated by a timing belt wound around the crankshaft pulley and the alternator pulley, and when a power generation control signal is input to the G terminal (power generation control signal: ON), a power generation load is generated and the power generation control signal is generated. While being input (ON), the power generation operation (high load state) is performed. When the power generation control signal is cut (power generation control signal: OFF), power generation is stopped (low load state). That is, the power generation control signal is turned on / off so that the target charging voltage is maintained, and the power generation operation (high load state) and stop (low load state) of the alternator are periodically repeated to generate power. The

  The power generation amount is controlled by adjusting the ratio of the output (ON) time of the power generation control signal in one control cycle, that is, the ratio of the so-called power generation operation (high load state) time. In other words, the amount of power generation is duty-controlled for each control cycle according to the required electric capacity at that time. In this way, in the vehicle, a power generation command is given to the alternator at a predetermined control cycle, and the power generation amount is adjusted by repeating power generation operation (high load state) and power generation stop (low load state) in a short time. Control is implemented.

Japanese Patent Laid-Open No. 06-113599

  The generator load torque of the alternator is periodically changed by repeating the operation of power generation (high load state) and stop (low load state). The fluctuation is small when the control cycle of the power generation control signal is short, and is varied when the control cycle is long. Becomes larger. Furthermore, the generator load torque of the alternator has a characteristic that changes depending on the rotation speed of the engine. For example, the power generation load torque rapidly increases until the rotation speed region is slightly faster than the idling rotation speed, and the power generation load torque becomes the largest. After that, it has a characteristic of gradually decreasing. In other words, the fluctuation rate of the power generation load torque due to the increase in the engine rotation speed becomes very large in the region where the engine rotation speed is low, such as during idling operation, and the fluctuation rate of the power generation load torque tends to be small in the region where the rotation speed is high. It is in. However, in the conventional power generation control, regardless of the power generation load torque characteristics of the alternator, the power generation operation of the alternator, that is, the output (ON) of the power generation control signal is controlled by a control cycle synchronized with the crank angle signal or a constant control. It is implemented in a cycle.

  When power generation control is performed in synchronization with the crank angle signal, the control cycle becomes longer in the region where the engine speed is slow, so the periodic fluctuation of the power generation load torque increases, and power generation occurs in the region where the engine speed is fast. Although the periodic fluctuation of the load torque is reduced, it is considered that the control resolution is lowered and the controllability is deteriorated because the control cycle is shortened. In addition, when power generation control is carried out at a constant control cycle, if the control cycle is set longer, periodic fluctuations in the power generation load torque will become larger, especially when the engine speed is slow, which will adversely affect the control. If the period is set short, the controllability is deteriorated, and if one is given priority, there is a risk that the other situation will be worse, and it is considered difficult to adjust.

  If the fluctuation of the power generation load torque is large, an unnatural force acts on the alternator pulley and timing belt that transmit power from the engine, which may cause wear of the timing belt on the alternator pulley and the timing. There is a risk that the belt slips and squeals. In particular, when the engine is running at low engine speed, such as when idling, the power generation load torque varies greatly due to the increase in the engine speed, and the input torque from the engine acting on the alternator is relatively small. There is a possibility that the influence of the difference becomes remarkable and the wear and squeal of the timing belt are likely to occur.

  In general, the timing belt is given a predetermined tension by an auto tensioner. However, if the torque fluctuation at the alternator pulley increases, the torque from the timing belt to the auto tensioner becomes excessive, and the auto tensioner Damping degradation may occur in the tensioner. In addition, if the controllability is deteriorated, the amount of power generation cannot be finely controlled, so that unnecessary power generation increases, which may adversely affect the battery and fuel consumption.

  The present invention has been made in view of the above situation, and generates power by periodically repeating the power generation operation (high load state) and power generation stop (low load state) of the generator so as to maintain the target charging voltage. When changing the control cycle of the generator (power generation control signal) according to the engine speed, the power generation operation (high load state) in the low engine speed range (during idling, etc.) ) And cyclical fluctuations in the power generation load torque that occurs when power generation is stopped (low load condition), reducing unnatural force acting on the power transmission system on the input side of the generator, and high engine speed It is an object of the present invention to provide a vehicle control device and a vehicle control method capable of improving power generation efficiency in a region and suppressing wasteful power generation.

  In particular, in an alternator that transmits the power of the crankshaft of the engine via a timing belt, when performing power generation control that periodically repeats power generation operation (high load state) and power generation stop (low load state), An object of the present invention is to provide a vehicle control device and a vehicle control method capable of efficiently generating power by an alternator while suppressing wear and squeal of a timing belt.

  In order to achieve the above object, a control device for a vehicular generator according to claim 1, wherein the vehicular generator is driven by an engine to generate electric power, an engine rotation speed detecting means for detecting the rotation speed of the engine, Power generation execution means for controlling the vehicle generator to execute power generation so as to periodically repeat a low load state and a high load state of the vehicle generator based on a predetermined control cycle; and And a period setting means for increasing the predetermined control period as the engine rotation speed detected by the engine rotation speed detection means increases.

  In the first aspect of the invention, as the engine speed increases, the generator control cycle is lengthened and power generation is executed. Therefore, when the engine speed is slow, the generator control period is shortened to generate power. Power generation can be performed with a small load torque variation, and when the engine rotation speed is high, the control cycle of the generator can be lengthened to improve controllability and efficiently generate power. For this reason, when the control of repeating the power generation operation (high load state) and power generation stop (low load state) by periodically switching the power generation load of the generator between a low load state and a high load state, It is possible to efficiently generate power while suppressing unnatural force acting on the power transmission system on the input side of the generator.

  The vehicle control apparatus according to claim 2 is characterized in that the cycle setting means switches the predetermined control cycle to a longer cycle when the rotational speed of the engine becomes equal to or higher than the predetermined rotational speed. .

  According to the second aspect of the invention, the generator control cycle is switched to a longer cycle based on the predetermined engine speed, so that the generator load of the generator in a low engine speed range (such as during idling operation) can be easily controlled. Periodic fluctuations in torque can be reduced, and power generation efficiency in a high rotation speed region can be improved.

  The vehicle control device according to claim 3 is characterized in that the predetermined rotational speed is a rotational speed faster than a rotational speed at which the power generation load torque of the vehicle generator is maximized.

  In the invention of claim 3, since the control cycle is lengthened based on the rotational speed faster than the engine rotational speed at which the power generation load torque of the vehicular generator is maximized, the fluctuation of the power generation load torque due to the increase in the engine rotational speed is large. It is possible to efficiently suppress fluctuations in the power generation load torque in the low rotation speed range.

  According to a fourth aspect of the present invention, there is provided a vehicle control device comprising a crank angle signal detecting means for detecting a crank angle signal of the engine, wherein the predetermined control period is a period of the crank angle signal detected by the crank angle detecting means. It is characterized by being set as the longest cycle.

  In the invention of claim 4, by defining the longest cycle of the control cycle of the generator as the cycle of the crank angle signal, it is possible to set the control cycle within a range in which the change in the power generation load can be handled.

  The vehicle control device according to claim 5 is characterized in that the vehicle generator is a generator to which torque of a crankshaft of the engine is transmitted via a belt.

  According to the fifth aspect of the present invention, an unnatural force acting on the input side can be reduced even in a generator in which the torque of the engine crankshaft is transmitted via the belt, and the wear and squeal of the belt are suppressed. Power generation.

In order to achieve the above object, a vehicle control method according to a sixth aspect of the present invention periodically switches a power generation load of a vehicle generator driven by an engine to generate power between a low load state and a high load state. the control period, and executes the power and longer as the rotational speed of the engine increases.

  In the invention of claim 6, when the engine speed is slow, the generator control cycle can be shortened to reduce the fluctuation of the periodic power generation load torque and the power generation can be carried out. When the engine speed is fast Therefore, it is possible to efficiently generate power by increasing the control period by increasing the control period. For this reason, when the generator is controlled by periodically repeating the operation of power generation (high load state) and the stop of power generation (low load state), it is unnatural to act on the power transmission system on the input side of the generator The power can be reduced, and power generation can be performed efficiently.

  The vehicle control device of the present invention periodically outputs a power generation control signal to periodically repeat power generation operation (high load state) and power generation stop (low load state) to maintain a target charging voltage. When the power generation control is performed as described above, by appropriately changing the control cycle of the generator according to the rotation speed of the engine, the generator load torque of the generator in the low rotation speed range (idling operation, etc.) Vehicle control apparatus and vehicle that can reduce fluctuations and reduce unnatural force acting on the power transmission system on the input side, improve power generation efficiency in a high rotational speed range, and suppress wasteful power generation It becomes a control method.

  FIG. 1 is a schematic system of a vehicle control apparatus according to an embodiment of the present invention, FIG. 2 is a relationship between a power generation load torque and an engine speed, and FIG. 3 is a control cycle of a power generation load torque and a power generation control signal. FIG. 4 shows a process flow of power generation control.

  A vehicle control apparatus that executes power generation control according to the present invention will be described with reference to FIG.

  As shown in FIG. 1, each cylinder of a multi-cylinder type (for example, three cylinders) engine 1 is provided with an intake valve 2 and an exhaust valve 3, and an intake passage 4 is connected to an intake port opened and closed by the intake valve 2. In addition, an exhaust passage 5 is connected to an exhaust port opened and closed by the exhaust valve 3. Each cylinder of the engine 1 is provided with a piston 26 that can move up and down in the cylinder, and the crankshaft is rotationally driven by the vertical movement of the piston 26. The intake passage 4 is provided with a throttle valve 6 that adjusts the intake air amount in accordance with the depression of an accelerator pedal (not shown).

  A vehicular generator (alternator) 7 driven by the rotational drive of the crankshaft of the engine 1 is provided. A crankshaft pulley 31 is provided on the crankshaft of the engine 1, and an alternator pulley 32 is provided on the alternator 7. The timing belt 8 is wound around the crankshaft pulley 31 and the alternator pulley 32, and the output of the crankshaft of the engine 1 is transmitted from the crankshaft pulley 31 to the alternator 7 via the timing belt 8 and the alternator pulley 32 to generate power. Done. A predetermined tension is applied to the timing belt 8 by the auto tensioner 33.

  The electric power generated by the alternator 7 is charged into a battery 9, lamps such as headlights, small lights, brake lamps, room lights, drive motors such as power windows, wipers, air conditioners and radiator fans, and engine 1 It is used as electric power for the load device 10 which is various electric devices (electric loads) such as driving devices at the time of starting.

  The alternator 7 is a three-phase AC generator, which converts the induced power generated in the stator into direct current and sends it to the battery 9. The amount of power generation is controlled by adjusting the induced power by controlling the field current of the rotating coil, and the field current is controlled by inputting a power generation control signal to the G terminal 11 of the alternator 7. The The field current status is output from the FR terminal 12 of the alternator 7.

  In other words, the alternator 7 inputs (turns on) a power generation control signal to the G terminal 11 so that a current flows through the coil, a power generation load is generated, and power generation is started. That is, the power generation load of the alternator 7 is switched from the low load state (power generation stop) to the high load state (power generation operation). While the power generation control signal is input (ON), the power generation operation (the power generation load is in a high load state) is performed, and the power generation amount is controlled by the input (ON) time of the power generation control signal. When the power generation control signal is cut (off), power generation is stopped (the power generation load is in a low load state). The power generation status of the alternator 7 is output from the FR terminal 12.

  On the other hand, the engine 1 is provided with a vane-type crank angle sensor 15 as a crank angle signal detecting means, and the crank angle sensor 15 outputs a crank angle signal SGT at a predetermined crank position of each cylinder. The crank angle sensor 15 can detect the rotational speed (rotational speed) Ne of the engine 1. The crank angle signal SGT is a signal at the compression top dead center position, and is output at timings of 75 ° BTDC and 5 ° BTDC of each cylinder, for example. In other words, the crank angle sensor 15 constitutes engine rotation speed detection means and crank angle detection means.

  In addition to detection signals from the crank angle sensor 15, detection signals from various sensors, vehicle speed signals, load signals indicating the usage status of load equipment, detection signals from a cooling water temperature sensor, and the like are input to an electronic control unit (ECU) 17.

The ECU 17 includes a power generation control unit 21. The power generation control unit 21 outputs a power generation control signal to the G terminal 11 of the alternator 7 based on a predetermined control cycle (ON), and the engine 1. Cycle setting means 23 is provided for changing the control cycle of the power generation control signal according to the rotation speed of the generator.

  During the operation of the vehicle, the power generation control means 22 periodically turns on / off the output of the power generation control signal based on a predetermined control cycle, so that the power generation operation (power generation load is high) and power generation Is repeatedly stopped (state where the power generation load is low). That is, a power generation control signal for performing the power generation operation of the alternator 7 is sent from the ECU 17 to the G terminal 11 of the alternator 7 during operation in accordance with a predetermined control cycle.

  The power generation control means 22 controls the power generation amount of the alternator 7 by adjusting the output (ON) time of the power generation control signal. The ratio of the power generation operation (high load state) time in a so-called predetermined control cycle is controlled. In other words, the amount of power generation is duty-controlled for each control cycle according to the required electric capacity at that time. By controlling the power generation of the alternator 7 in this way, the target charging voltage is maintained while ensuring the required electric capacity.

  In addition, information on the rotational speed Ne of the engine 1 detected by the crank angle sensor 15 is input to the cycle setting unit 23. When the rotational speed Ne of the engine 1 increases, the cycle setting unit 23 increases the control cycle. A command is sent to the power generation execution means 22. As the rotational speed Ne of the engine 1 increases, a power generation control signal is output (turned on) to the G terminal 11 of the alternator 7 in a long control cycle.

  The predetermined control cycle is switched so as to become a longer control cycle as the rotational speed Ne of the engine 1 increases. Specifically, the engine 1 is switched between a low rotation speed range (such as idling operation) and a high rotation speed range. In a low rotation speed range such as idling operation, the first control cycle having a relatively short cycle is set. By doing so, fluctuations in the power generation load torque are reduced, while in the high rotation speed range, the controllability is improved by setting the second control cycle to be longer than the first control cycle.

  The cycle change command sent from the cycle setting means 23 is issued when the rotational speed Ne of the engine 1 becomes equal to or higher than a predetermined rotational speed, and the second control that is a longer cycle from the first control cycle having a shorter cycle. The cycle can be switched. The predetermined rotational speed is set to a rotational speed faster than the rotational speed Ne of the engine 1 at which the power generation load torque of the alternator 7 is maximized. Further, the control cycle to be lengthened, that is, the second control cycle, is set with the cycle of the crank angle signal SGT detected during the idling operation detected by the crank angle sensor 15 as the longest cycle.

  When the rotational speed Ne of the engine 1 increases and exceeds a predetermined rotational speed, the control cycle is lengthened to the second control cycle and power generation is performed. Therefore, when the rotational speed Ne of the engine 1 is low during idling operation or the like ( In the low rotation speed range), the control cycle can be made relatively short to reduce the fluctuation of the power generation load torque and the power generation can be performed. When the rotation speed Ne of the engine 1 is high (high rotation speed range), the control is performed. It is possible to increase the controllability by extending the cycle and efficiently generate power.

  Therefore, in the case where the power generation of the alternator 7 is controlled so as to maintain the target charging voltage by periodically repeating the power generation operation (high load state) and the power generation stop (low load state), the alternator pulley The occurrence of wear of the timing belt 8 at 32 is suppressed, the timing belt 8 is prevented from slipping and no squeal is generated, and the efficiency of power generation can be improved and useless power generation can be suppressed. In addition, although the predetermined tension is applied to the timing belt 8 by the auto tensioner 33, the torque fluctuation in the alternator pulley 32 is suppressed, so that the damping of the auto tensioner 33 does not occur.

  The setting of the control cycle of the alternator 7 will be specifically described with reference to FIGS.

  The power generation load torque of the alternator 7 has a characteristic that varies depending on the rotational speed Ne of the engine 1, and as shown in FIG. 2, until the rotational speed N1 (for example, 1200 to 1300 rpm) is slightly higher than the idling rotational speed (for example, 850 rpm). After the power generation load torque fluctuates rapidly and the power generation torque becomes maximum at the rotational speed N1, it has a characteristic that it gradually decreases and changes almost sideways. The fluctuation rate of the power generation load torque that changes as the rotational speed increases is very large in the low rotational speed range up to the rotational speed N1. Further, in the low rotational speed range, the torque input from the engine 1 to the alternator pulley 32 is relatively small, so the influence of fluctuations in the power generation load torque becomes more prominent, and the timing belt is more likely to wear and squeal. is there. Therefore, it is possible to suppress wear and squeal of the timing belt by reducing fluctuations in the power generation load torque in the low rotation speed range.

  For this reason, the predetermined rotation speed for switching the control cycle T of the power generation control signal from the first control cycle TS (see FIG. 3A) to the longer second control cycle TL (see FIG. 3B) is set to the power generation load. With reference to the rotational speed N1 at which the torque is maximized, the rotational speed N2 (for example, 1500 rpm) that is faster than the rotational speed N1 at which the power generation load torque starts to decrease is set (hereinafter referred to as a predetermined rotational speed N2).

  Further, when the rotational speed Ne of the engine 1 is lower than a predetermined rotational speed N2 (for example, 1500 rpm), as shown in FIG. The control cycle TS is set to 10 ms, and when it is equal to or higher than a predetermined rotation speed N2 (for example, 1500 rpm), the second control cycle TL is set to 40 ms as shown in FIG.

  Note that the first control cycle TS and the second control cycle TL are 10 ms: 40 ms and actually have a relationship of 1: 4. However, in order to clarify the length of the control cycle T in the diagram of change over time, 1 : Shown in a relationship of about 2.

  The controllability of power generation depends on the minimum drive time of a power generation control signal for performing power generation. That is, if the control cycle is the same length, the control resolution becomes higher and the controllability is improved as the minimum drive time of the power generation control signal is reduced. However, since the minimum drive time of the power generation control signal is determined by the performance of the ECU 17, the control resolution increases when the control cycle is lengthened, and the control resolution decreases when the power generation control cycle is shortened. Therefore, the control cycle T of the power generation control signal is set to 10 ms as a short control cycle TS because if the control cycle T is less than 5 ms, the control resolution decreases and the required control cannot be performed. Further, when the control cycle T exceeds 40 ms, it becomes longer than the cycle of the crank angle signal SGT at the time of idling operation, and the response to the torque change is delayed.

  For this reason, in this embodiment, the control cycle T of the power generation control signal is set from 5 ms to 40 ms, and the specific range is 10 ms from the first control cycle TS to 40 ms from the second control cycle TL.

  In other words, in the low rotational speed region where the power generation load torque that varies depending on the rotational speed of the engine is large and the input torque from the engine 1 is small, power is generated in the first control cycle TS (10 ms) with a relatively short cycle. , Periodic fluctuations in power generation load torque caused by power generation operation (high load state) and stop (low load state) are kept small, and in the high rotation speed range where fluctuations in power generation load torque, which vary depending on engine speed, are moderate The power generation is performed in the long second control cycle TL (40 ms) to prevent the control resolution from being lowered.

  Incidentally, for example, when the rotational speed during idling operation is 850 rpm with a 3-cylinder engine, the frequency of the explosion stroke during idling operation is about 22 to 23 Hz, which is half the frequency of the explosion stroke, About twice is set as a guideline for the upper limit of the second control cycle TL.

  In the embodiment described above, as shown in FIG. 4, the crank angle signal is detected in step S1, and the rotational speed Ne of the engine 1 is detected in step S2. Next, in step S3, the rotational speed Ne is compared with the predetermined rotational speed N2, and if it is determined that the rotational speed Ne is below the predetermined rotational speed N2 (low rotational speed range), the control cycle T of the power generation control signal is determined in step S4. Is set to 10 ms which is the first control period TS. When it is determined in step S3 that the rotational speed Ne is equal to or higher than the predetermined rotational speed N2 (high rotational speed range), the control cycle T is set to 40 ms that is the second control cycle TL in step S5.

  When the control cycle T of the power generation control signal is set according to the rotation speed Ne, power generation control is executed at the control cycle T according to the low rotation speed region / high rotation speed region in step S6. That is, in a low rotational speed range where the rotational speed Ne is lower than the predetermined rotational speed N2, power generation is executed in the first control cycle TS (10 ms), and the fluctuation of the power generation torque is suppressed to a small level. Further, in a high rotational speed range where the rotational speed Ne is equal to or higher than the predetermined rotational speed N2, power generation is executed in the second control cycle TL (40 ms), and the control resolution is not reduced.

  Therefore, when the rotational speed Ne of the engine 1 is low or high, an appropriate control cycle of the alternator 7 (power generation control signal) is set. Therefore, in the low rotational speed range, the control cycle is shortened to generate power. The fluctuation of the power generation load torque due to the repetition of the operation (high load state) and the stop (low load state) is suppressed, and the control cycle is lengthened in the high rotation speed range, so that the power generation efficiency can be improved by accurate control.

  As a result, in the low rotational speed range, the unnatural force acting on the alternator pulley 32 of the alternator 7 can be reduced, the occurrence of wear of the timing belt 8 is suppressed, and the timing belt 8 slips and generates noise. There is no longer to do. In addition, damping deterioration does not occur in the auto tensioner 33. In the high rotation speed range, efficient power generation is possible, which is advantageous in terms of improving fuel efficiency by eliminating the influence of fuel efficiency reduction.

  In the embodiment described above, an example in which the predetermined rotational speed for switching the control cycle of the power generation control signal is set to a rotational speed N2 (1500 rpm) that is slightly faster than the rotational speed N1 of the engine 1 at which the power generation load torque is maximized. As described above, the predetermined rotational speed may be any rotational speed that is faster than the rotational speed N1 of the engine 1 at which the power generation load torque is maximized, and is appropriately set according to each vehicle. In addition to setting only one predetermined rotation speed, that is, not only switching between two control cycles, but also setting a plurality of control cycles and switching the control cycle to a longer cycle every time the predetermined rotation speed is exceeded. It is also possible. In this case, suppression of fluctuations in the power generation load torque of the alternator 7 and control of power generation can be performed in more detail and efficiently.

  In the above-described embodiment, the alternator 7 has been described as an example of the generator. However, a motor generator that also serves as a cell motor when the engine 1 is started can be applied as the generator. In this case, when power generation control is performed to maintain the target charging voltage by repeating the operation of power generation of the generator (power generation in a high load state) and the stop of power generation (power generation in a low load state), While suppressing fluctuations in the power generation load torque in the rotational speed region, efficient power generation is possible in the high rotational speed region.

  INDUSTRIAL APPLICABILITY The present invention can be used in the industrial field of a vehicle control device that controls the power generation status of a vehicle generator.

1 is a schematic system diagram of a vehicle control device according to an embodiment of the present invention. It is a timing chart showing the relationship between a power generation load torque and an engine rotation speed. It is a graph showing the time-dependent change of the control period of a power generation load torque and a power generation control signal. It is a flowchart showing the process of electric power generation control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Intake valve 3 Exhaust valve 4 Intake passage 5 Exhaust passage 6 Throttle valve 7 Alternator 8 Timing belt 9 Battery 10 Load equipment 11 G terminal 12 FR terminal 15 Crank angle sensor 17 Electronic control unit (ECU)
DESCRIPTION OF SYMBOLS 21 Power generation control part 22 Power generation execution means 23 Cycle setting means 26 Piston 31 Crankshaft pulley 32 Alternator pulley 33 Auto tensioner

Claims (6)

A vehicular generator driven by an engine to generate electricity;
Engine rotation speed detection means for detecting the rotation speed of the engine;
Power generation execution means for executing power generation of the vehicle generator so as to periodically repeat a low load state and a high load state of the vehicle generator based on a predetermined control cycle;
A vehicle control device comprising: cycle setting means for increasing the predetermined control cycle as the engine rotation speed detected by the engine rotation speed detection means increases. The vehicle control device according to claim 1, wherein the cycle setting means switches the predetermined control cycle to a longer cycle when the rotational speed of the engine becomes equal to or higher than a predetermined rotational speed. The vehicle control device according to claim 2, wherein the predetermined rotation speed is a rotation speed that is faster than a rotation speed at which the power generation load torque of the vehicle generator is maximized. A crank angle signal detecting means for detecting a crank angle signal of the engine;
The vehicle control device according to any one of claims 1 to 3, wherein the control cycle of the power generation control signal is set with a cycle of the crank angle signal detected by the crank angle detection means as a longest cycle. . The vehicle control device according to any one of claims 1 to 4, wherein the vehicle generator is a generator to which torque of a crankshaft of the engine is transmitted via a belt. A control cycle for periodically switching the power generation load of the vehicular generator driven by the engine between the low load state and the high load state ,
Vehicle control method characterized by performing power generation by longer as the rotational speed of the engine increases.

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