JP2020122420A - Engine device and method for controlling engine device - Google Patents

Abstract

To reliably suppress noise occurring due to slippage of a belt in an engine start, while suppressing deterioration in power generation efficiency.SOLUTION: After an engine 2 complete explosion, when an engine speed Ne reaches a power generation restriction release determination speed Ne*, that is, when sufficient torque equal to or higher than starting torque for an SSG 4 is generated by the engine, since power generation by the SSG 4 is started, it is possible to excellently suppress belt squealing generated in a start of the engine 2. Also, when the engine speed Ne has passed predetermined time from the power generation restriction release determination speed Ne*, since the SSG 4 is controlled so as to reach a target power generation voltage V*, it is possible to excellently suppress occurrence of belt squealing while suppressing deterioration in power generation efficiency.SELECTED DRAWING: Figure 3

Description

The present invention relates to an engine device, more specifically, an engine device including an engine, a generator, and a control device, and a control method for the engine device.

Japanese Utility Model Publication No. 4-79942 (Patent Document 1) discloses an engine device including an engine having a crankshaft, an alternator connected to the crankshaft via a belt, and a control device for controlling the alternator. Have been described.

In the engine, the alternator idles by electrically controlling the alternator to a no-load state from the start of the engine until the engine speed reaches the set rotational speed, which causes a large fluctuation in engine rotation when the engine starts. The alternator load is suppressed, thereby suppressing noise caused by belt slippage at the time of engine start, that is, so-called belt squeal.

Japanese Utility Model Publication No. 4-79942

However, in the engine described in the above-mentioned publication, no reference is made to the driving mode of the alternator, and for example, the alternator is fully operated when the engine speed reaches the set speed from the start of the engine start. In some cases, depending on the driving mode of the alternator, belt slippage may occur and belt squeal may occur.

The present invention has been made in view of the above, and it is an object of the present invention to provide a technique capable of reliably suppressing noise caused by belt slippage at the time of engine startup.

The engine device and the method for controlling the engine device of the present invention employ the following means in order to achieve the above-mentioned object.

According to a preferred mode of the engine device of the present invention, it is provided with an engine having a crankshaft, a generator connected to the crankshaft via a belt, and a control device. The control device starts power generation when the engine speed reaches the first predetermined speed after the complete explosion of the engine, and when a predetermined time has elapsed from when the engine speed reached the first predetermined speed. The generator is controlled so that the target power generation state is achieved. Here, “the engine is completely detonated” in the present invention means a state in which the engine speed reaches a predetermined speed (for example, 1000 rpm) after starting the engine (after igniting the ignition coil). The "first predetermined rotation speed" in the present invention is defined as a rotation speed higher than the predetermined rotation speed (for example, 1000 rpm) at which it is determined that "the engine has completed explosion". The “target power generation state” in the present invention is typically defined as a state in which the voltage generated by the generator reaches the target value, but preferably includes a state in which the generated current reaches the target value.

According to the present invention, when the engine speed reaches the first predetermined speed after the complete explosion of the engine, that is, when sufficient torque equal to or higher than the starting torque of the generator is generated by the engine, power generation is started. Therefore, it is possible to favorably suppress the squeal of the belt that occurs at the start of engine start. Further, since the generator is controlled so as to be in the target power generation state when a predetermined time has elapsed from when the engine speed reaches the first predetermined speed, torque from the engine is suddenly input to the generator. Can be satisfactorily suppressed, and the occurrence of belt squeal can be reliably suppressed.

According to the further aspect of the engine device of the present invention, the control device controls the second speed when the engine speed does not reach the first predetermined speed even after the second predetermined time elapses after the engine is completely exploded. The generator is controlled to start power generation after a lapse of a predetermined time.

According to the present embodiment, when the engine cooling water temperature is high and the idling speed is low, the friction of the sliding portion of the engine is large, the battery voltage is low, etc. Even if the engine speed does not reach the first predetermined speed even after a lapse of time, the engine starts to generate power after the second predetermined time after the complete explosion, so the battery runs out (insufficient battery capacity). This can be effectively prevented. In this case, as the driving mode of the generator, a mode in which the generator is fully operated after the second predetermined time has elapsed, or the driving of the generator is started after the second predetermined time has elapsed, and the target power generation state is taken over a predetermined time. A mode in which the generator is controlled so that

According to a preferred mode of the control method for an engine device of the present invention, a control method for an engine device including an engine having a crankshaft and a generator connected to the crankshaft via a belt is configured. In the control method of the engine device, power generation is started when the engine speed reaches the first predetermined speed after the complete explosion of the engine, and a predetermined time elapses from when the engine speed reaches the first predetermined speed. When it does, the generator is controlled so that the target power generation state is reached. Here, “the engine is completely detonated” in the present invention means a state in which the engine speed reaches a predetermined speed (for example, 1000 rpm) after starting the engine (after igniting the ignition coil). The "first predetermined rotation speed" in the present invention is defined as a rotation speed higher than the predetermined rotation speed (for example, 1000 rpm) at which it is determined that "the engine has completed explosion". The “target power generation state” in the present invention is typically defined as a state in which the voltage generated by the generator reaches the target value, but preferably includes a state in which the generated current reaches the target value.

According to the present invention, when the engine speed reaches the first predetermined speed after the complete explosion of the engine, that is, when sufficient torque equal to or higher than the starting torque of the generator is generated by the engine, power generation is started. Therefore, it is possible to favorably suppress the squeal of the belt that occurs at the start of engine start. Further, since the generator is controlled so as to be in the target power generation state when a predetermined time has elapsed from when the engine speed reaches the first predetermined speed, torque from the engine is suddenly input to the generator. Can be satisfactorily suppressed, and the occurrence of belt squeaking can be reliably suppressed.

According to the further aspect of the control method of the engine device of the present invention, if the engine speed does not reach the first predetermined speed even after the second predetermined time elapses after the complete explosion of the engine, the second predetermined speed is reached. The generator is controlled to start power generation after a lapse of time.

According to the present embodiment, when the engine cooling water temperature is high and the idling speed is low, the friction of the sliding portion of the engine is large, the battery voltage is low, etc. Even if the engine speed does not reach the first predetermined speed even after a lapse of time, the engine starts to generate power after the second predetermined time after the complete explosion, so the battery runs out (insufficient battery capacity). This can be effectively prevented. In this case, as the driving mode of the generator, a mode in which the generator is fully operated after the second predetermined time has elapsed, or the driving of the generator is started after the second predetermined time has elapsed, and the target power generation state is taken over a predetermined time. A mode in which the generator is controlled so that

According to the present invention, it is possible to reliably suppress the noise generated due to the slippage of the belt when the engine is started.

It is a schematic block diagram which shows the outline of a structure of the engine apparatus 1 which concerns on embodiment of this invention. FIG. 3 is a configuration schematic diagram showing an outline of a configuration of an engine 2. FIG. 5 is an explanatory diagram showing how the ignition switch SW, the engine speed Ne, the power generation voltage V, and the power generation current I change with time when the SSG 4 is controlled when the engine 2 is started. After the complete explosion of the engine 2, even if a predetermined time (t3'-t2) has elapsed, the engine speed Ne does not reach the power generation restriction release determination speed Ne*, the ignition switch SW, the engine speed when the SSG4 is controlled. It is explanatory drawing which shows the mode of time change of Ne, generation voltage V, and generation current I.

Next, the best mode for carrying out the present invention will be described using embodiments.

As shown in FIG. 1, an engine device 1 according to an embodiment of the present invention functions as an engine 2 having a crankshaft 2a and a starter motor/generator connected to the crankshaft 2a via a timing belt TB. An SSG (Side Mounted Starter Generator) 4, a battery 6 electrically connected to the SSG 4 via a converter 3, and an electronic control unit 70 that controls the entire engine device 1 are provided. Here, the SSG 4 corresponds to the “generator” in the present invention, and the timing belt TB is an example of an implementation configuration corresponding to the “belt” in the present invention.

The engine 2 is configured as an internal combustion engine that outputs power by a hydrocarbon fuel such as gasoline or alternative fuel. As shown in FIG. 2, in addition to the SSG 4, auxiliary equipment such as a water pump WP and an air compressor AC. Is connected to the crankshaft 2a via a timing belt TB. As shown in FIG. 1, the engine 2 explodes and burns an air-fuel mixture of air sucked into the combustion chamber CC and fuel injected by the fuel injection device 14 by electric sparks by the spark plug 12, and by the energy thereof. The reciprocating motion of the depressed piston 16 is converted into the rotary motion of the crankshaft 2a.

The engine 2 is subjected to operation control such as fuel injection control, ignition control, and intake air amount adjustment control by an engine electronic control unit (hereinafter referred to as engine ECU) 60. Although not shown, the engine ECU 60 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. ing. Signals from various sensors necessary for controlling the operation of the engine 2 are input to the engine ECU 60 via input ports. Further, the engine ECU 60 outputs various control signals for controlling the operation of the engine 2, for example, a drive signal to a throttle valve (not shown), a control signal for controlling the fuel injection timing of the fuel injection device 14, and a spark plug 12. A control signal for controlling the ignition timing is output through the output port. The engine ECU 60 also calculates the engine speed Ne based on the crank angle from the crank position sensor 18. The engine ECU 60 communicates with the electronic control unit 70, controls the operation of the engine 2 by a control signal from the electronic control unit 70, and sends data regarding the operating state of the engine 2 to the electronic control unit 70 as necessary. Output.

The battery 6 is configured as, for example, a lead storage battery, and is connected to the converter 3 via the power line L1. The battery 6 is charged by the electric power generated from the SSG 4 and is discharged by driving the SSG 4 and supplying power to electric components of the vehicle (the ignition plug 12, lights, car air conditioner, etc.). The battery 6 is managed by a battery electronic control unit (hereinafter referred to as battery BCU) 62.

The battery BCU 62 is configured as a microprocessor centered on a CPU (not shown), and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input/output port, and a communication port. .. The battery BCU 62 has a signal necessary for managing the battery 6, for example, an inter-terminal voltage from a voltage sensor (not shown) installed between the terminals of the battery 6, and a power line (not shown) connected to the output terminal of the battery 6. A charging/discharging current from a current sensor (not shown) attached to the battery, a battery temperature from a temperature sensor (not shown) attached to the battery 6, and the like are input, and data regarding the state of the battery 6 is communicated as necessary. Output to the electronic control unit 70.

The electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input/output port and a communication port (not shown). Equipped with. In the electronic control unit 70, the supply current from the current sensor (not shown) installed in the converter 3 to the SSG 4, the rotation speed from the rotation speed sensor (not shown) installed in the SSG 4, and the vicinity of the output terminal of the battery 6 are installed. The voltage between terminals and the charging/discharging current from a voltage sensor or a current sensor (not shown) are input via the input port, and the electronic control unit 70 performs switching control to the converter 3 for controlling the drive of the SSG 4. A signal or the like is output via the output port. Further, as described above, the electronic control unit 70 is connected to the engine ECU 60 and the battery BCU 62 via the communication port, and exchanges various control signals and data with the engine ECU 60 and the battery BCU 62 as necessary. .. The electronic control unit 70 is an example of an implementation configuration corresponding to the “control device” in the present invention.

Next, the operation of the engine device 1 according to the embodiment of the present invention thus configured, particularly the drive control of the SSG 4 when the engine 2 is started, will be described with reference to FIGS. 3 and 4. As shown in FIG. 3, when the ignition switch SW is turned on at time t1, the CPU 72 of the electronic control unit 70 first executes a process of determining whether or not the engine 2 has completely exploded. In the present embodiment, the determination as to whether or not the engine 2 has completed a complete explosion is made by detecting whether or not the engine speed Ne has reached the complete explosion determination rotational speed Nec. Here, the complete explosion determination rotation speed Nec is a rotation speed at which it can be determined that the engine 2 can be continuously operated, that is, the engine 2 can continuously rotate the crankshaft 2a without the assistance of the SSG4. It is defined as a number and is set to, for example, 1000 rpm.

When it is determined that the engine 2 has completely exploded at time t2, subsequently, a process of determining whether or not the engine speed Ne has reached the power generation restriction release determination rotation speed Ne* is executed. Here, the power generation limitation cancellation determination rotation speed Ne* is set as the engine rotation speed Ne in a state where a sufficient torque equal to or higher than the starting torque of the SSG 4 is generated by the engine 2.

Then, when the engine speed Ne reaches the power generation restriction release determination rotation speed Ne* at time t3, a switching control signal is output to the converter 3 so as to start power generation by the SSG4. In this way, since the SSG 4 starts the power generation when the engine speed Ne reaches the power generation restriction cancellation determination rotation speed Ne*, it is possible to favorably suppress the belt squeal that occurs at the start of starting the engine 2. Here, the CPU 72 of the electronic control unit 70, which outputs the switching control signal to the converter 3 so as to start the power generation by the SSG 4 when the engine speed Ne reaches the power generation restriction release determination speed Ne*, in the present invention. It is an example of the implementation structure corresponding to a "control device."

In the present embodiment, the CPU 72 of the electronic control unit 70 causes the power generation voltage V by the SSG 4 to immediately become the target power generation voltage V* when the engine speed Ne reaches the power generation restriction cancellation determination rotation speed Ne*. When the engine speed Ne reaches the power generation restriction release determination rotation speed Ne*, that is, when the converter 3 is not subjected to switching control, the target power generation voltage V* is changed to the target power generation voltage V*. The converter 3 is switching-controlled so that That is, the converter 3 is switching-controlled so that the generated voltage V gradually increases. As a result, the sudden input of the engine torque to the SSG 4 can be favorably suppressed, and the occurrence of belt squeaking can be reliably suppressed. Here, the CPU 72 of the electronic control unit 70 that controls the switching of the converter 3 so as to reach the target power generation voltage V* when a predetermined time has elapsed after the engine speed Ne reaches the power generation restriction release determination rotation speed Ne*, The power generation restriction release determination rotation speed Ne* corresponds to the "control device" in the present invention, and is an example of an implementation configuration corresponding to the "first predetermined rotation speed" in the present invention.

Further, in the present embodiment, as shown in FIG. 4, the CPU 72 of the electronic control unit 70 causes the engine speed Ne to generate power even after the second predetermined time (t3′−t2) has elapsed after the complete explosion of the engine 2. When the limit release determination rotation speed Ne* is not reached, the converter 3 is switching-controlled so as to start power generation by the SSG 4. In this case, it is desirable to control the switching of the converter 3 so that the power generation voltage V by the SSG 4 immediately becomes the target power generation voltage V*. However, as shown in FIG. 4, after the second predetermined time (t3′−t2) elapses, The converter 3 may be switching-controlled so that the power generation voltage V becomes the target power generation voltage V* over time (t4'-t3'). Here, when the engine speed Ne does not reach the power generation restriction cancellation determination rotation speed Ne* even after the second predetermined time (t3'-t2) has passed after the complete explosion of the engine 2, the SSG4 starts power generation. The CPU 72 of the electronic control unit 70 that controls the switching of the converter 3 is an example of an implementation configuration corresponding to the “control device” in the present invention.

As described above, when the cooling water temperature of the engine 2 is high and the idling speed is low, the friction of the sliding portion of the engine 2 is large, the voltage of the battery 6 is low, etc. When the engine speed Ne does not reach the power generation restriction release determination rotation speed Ne* even after the elapse of the second predetermined time (t3'-t2), the power generation voltage V by the SSG4 after the second predetermined time (t3'-t2) elapses. Since the converter 3 is subjected to switching control so that the target power generation voltage V* becomes, the occurrence of battery exhaustion (insufficient battery capacity) can be favorably prevented.

According to the engine device 1 according to the embodiment described above, when the engine speed Ne becomes the power generation restriction cancellation determination rotation speed Ne* after the engine 2 is completely exploded, that is, the engine torque Ne is sufficiently higher than the starting torque of the SSG4. When torque is generated by the engine, power generation by the SSG 4 is started, so belt squeaking that occurs at the start of starting the engine 2 can be favorably suppressed. Further, since the SSG4 is controlled so as to reach the target power generation voltage V* when a predetermined time elapses after the engine speed Ne reaches the power generation restriction release determination speed Ne*, the torque from the engine 1 is set to SSG4. It is possible to satisfactorily suppress sudden input and surely suppress the occurrence of belt squeal.

Further, according to the engine device 1 according to the embodiment, when the cooling water temperature of the engine 2 is high and the idling speed is low, when the friction of the sliding portion of the engine 2 is large, when the voltage of the battery 6 is low, etc. If the engine speed Ne does not reach the power generation restriction cancellation determination rotation speed Ne* even after the second predetermined time (t3'-t2) has elapsed after the complete explosion of the engine 2, the second predetermined time (t3' Since the converter 3 is switching-controlled so that the power generation voltage V by the SSG 4 becomes the target power generation voltage V* after the passage of −t2), it is possible to favorably prevent the occurrence of battery exhaustion (insufficient battery capacity).

In the present embodiment, the configuration is applied to the drive control of the SSG (Side Mounted Starter Generator) 4 that functions as a starter motor/generator, but the present invention is not limited to this. For example, instead of SSG4, it may be applied to mere drive control of the generator.

This embodiment shows an example of a mode for carrying out the present invention. Therefore, the present invention is not limited to the configuration of this embodiment.

1 Engine equipment (engine equipment)
2 engine
2a Crankshaft (crankshaft)
3 Converter 4 SSG (generator)
6 Battery 12 Spark Plug 14 Fuel Injection Device 16 Piston 18 Crank Position Sensor 60 Engine ECU
62 Battery BCU
70 Electronic control unit (control device)
72 CPU
74 ROM
76 RAM
CC Combustion chamber L1 Electric power line Ne Engine speed Nec e Complete explosion determination rotation speed Ne* Generation limit release determination rotation speed (first predetermined rotation speed)
AC Air Compressor WP Water Pump TB Timing Belt (Belt)
V Generation voltage V* Target generation voltage (Target generation state)
I Power generation current t1 hour t2 hour t3 hour t3' hour t4 hour t4' hour

Claims (4)

An engine having a crankshaft,
A generator connected to the crankshaft via a belt,
After the complete explosion of the engine, power generation is started when the engine speed reaches the first predetermined speed, and the target is reached when a predetermined time elapses after the engine speed reaches the first predetermined speed. A control device for controlling the generator so as to be in a power generation state,
An engine device including. If the engine rotation speed does not reach the first predetermined rotation speed even after the second predetermined time has elapsed after the complete explosion of the engine, the control device starts power generation after the second predetermined time has elapsed. The engine device according to claim 1, which controls the generator. A method of controlling an engine device, comprising: an engine having a crankshaft; and a generator connected to the crankshaft via a belt,
After the complete explosion of the engine, power generation is started when the engine speed reaches the first predetermined speed, and target power generation is performed when a predetermined time elapses after the engine speed reaches the first predetermined speed. A method for controlling an engine device for controlling the generator so as to be in a state. If the engine speed does not reach the first predetermined speed after the second predetermined time has elapsed after the complete explosion of the engine, the generator is controlled to start power generation after the second predetermined time has elapsed. The method for controlling the engine device according to claim 3.

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