JP5861936B2 - Apparatus and method for controlling operation of vehicular auxiliary machine - Google Patents

Description

  The present invention relates to a technical field of an operation control apparatus and method for a vehicle accessory that controls an accessory operated by an engine mounted on the vehicle.

  In addition to the power train required for traveling, various auxiliary machines (for example, an alternator, an air conditioner, an air compressor, a vacuum pump, etc.) are mounted on the vehicle. Such an auxiliary machine operates by utilizing a part of the output from a power source such as an engine as necessary.

  Conventionally, the timing for operating the accessory has been appropriately performed according to the necessity on the accessory side, regardless of the operating state of the engine. However, the operation of the auxiliary machine is a load on the engine. Therefore, part of the engine power that is originally output for traveling is consumed for the operation of the auxiliary machine, resulting in a deterioration of the fuel consumption rate. On the other hand, the output of the engine changes every time depending on the running state of the vehicle, but the influence on the fuel consumption rate by the operation of the auxiliary machine varies depending on the operating state.

In Patent Document 1, when the engine is in a fuel cut region (FC region) that is a no-load region, it is compared with a load region such as a feedback region (FB region) or an idle region (ID region) where fuel injection is performed. Focusing on the small adverse effect of auxiliary machine operation on the fuel consumption rate, the auxiliary machine operation is concentrated during no-load no-load operation. Thereby, the auxiliary machine can be efficiently operated at an appropriate timing while suppressing the deterioration of the fuel consumption rate.
In Patent Document 2, although it is not a technique for suppressing the deterioration of the fuel consumption rate associated with the operation of the auxiliary machine, according to the operating state of the auxiliary machine so that the engine output for traveling is not insufficient due to the operation of the auxiliary machine. A technique for adjusting and compensating for engine output is disclosed, and in particular, there is no delay in fluctuations in output torque.

JP-A-7-87680 JP 2010-174746 A

  In the above-mentioned patent document 1, the operation of the auxiliary machine is basically concentrated when the engine is in no-load operation, and when the operation of the auxiliary machine is insufficient only during the no-load operation, the auxiliary machine is also used during the load operation. It is going to be activated. However, the influence of the operation of the auxiliary machine on the fuel consumption rate varies depending on the operating state of the engine even during a load operation. That is, in patent document 1, when operating an auxiliary machine at the time of load operation, the operating condition of an auxiliary machine is not fully optimized, and the room for further improving a fuel consumption rate remains.

  Patent Document 2 relates to engine output control that takes into account that the operation of an auxiliary machine is a load on the engine. Therefore, the above-mentioned problem is not solved about how to operate an auxiliary machine in order to improve a fuel consumption rate.

  The present invention has been made in view of the above-described problems. By controlling the operation of the auxiliary machine according to the operation state of the vehicle and the engine, the auxiliary machine is obtained with a good fuel consumption rate and at an efficient timing. It is an object of the present invention to provide an operation control apparatus and method for an auxiliary machine for a vehicle that can operate a vehicle.

In order to solve the above-described problems, an operation control apparatus for a vehicle auxiliary machine according to the present invention is a vehicle auxiliary machine operation control apparatus for controlling an auxiliary machine operated by an engine mounted on a vehicle, wherein the engine Engine parameter detecting means for detecting a driving parameter of the engine, auxiliary machine parameter detecting means for detecting a state parameter relating to the operation of the auxiliary machine, an engine fuel consumption map for defining a relationship between the operating parameter and a fuel consumption rate, and the auxiliary machine The operation priority information that prescribes the operation priority of the auxiliary equipment in association with the fuel consumption rate, and the operation necessity information that prescribes the relationship between the state parameter relating to the operation of the auxiliary equipment and the operation necessity of the auxiliary equipment. Based on the stored storage means, the detected value by the auxiliary machine parameter detecting means and the operational necessity information, the operation necessity degree for calculating the operation necessity degree of the auxiliary equipment A fuel consumption rate is estimated based on the output means, the detection value of the engine parameter detection means and the engine fuel consumption map, and the operation priority in the current operating state based on the estimated fuel consumption rate and the operation priority information comprising an actuating priority specifying means for specifying, and control means for actuating necessity that the calculated actuates the auxiliary when the is specified auxiliary operating priority over the said actuation priority information, the It is higher when the engine is in a no-load state than when it is in a loaded state, and when the engine is in a loaded state, the priority is set to decrease as the fuel consumption rate increases. and said that you are.
According to the present invention, priority is given to an operation region that is advantageous for the fuel consumption rate when the auxiliary machine is operated according to the operation priority information, thereby suppressing deterioration of the fuel consumption rate associated with the operation of the auxiliary machine. The auxiliary machine can be operated at an appropriate timing. In particular, when the foot brake or auxiliary brake is used and the driver deliberately decelerates the vehicle (hereinafter referred to as vehicle deceleration), or the driver does not operate the accelerator pedal or similar functions (such as auto cruise) In addition to the state in which the vehicle is traveling in inertia (hereinafter referred to as inertial traveling) and the state in which fuel is not injected in the engine (hereinafter referred to as no-load), the state in which fuel is being injected in the engine ( Even if the auxiliary machine is operated in a load), the auxiliary machine can be operated at an appropriate timing according to the required operation of the auxiliary machine, so that the fuel consumption rate is improved and the efficiency is improved. The operation of a typical auxiliary machine.

It said actuating priority information, when the vehicle decelerates, and highest when the engine is in a no-load state, when coasting, and the engine may be set higher if the next is unloaded condition .
According to the research and development of the inventor of the present application, the adverse effect on the fuel consumption rate due to the operation of the auxiliary machine is the smallest during vehicle deceleration and no-load operation of the engine as compared to during load operation, and further during inertial running, And it discovered that the time of the said engine's no-load driving | running decreased next. In addition, it has been found that the adverse effect on the fuel consumption rate due to the operation of the auxiliary machine is small as the engine output increases even during the load operation. Based on these findings, in this aspect, the operation priority is set to the highest when the vehicle is decelerated and the engine is unloaded, and when the inertia is running and the engine is unloaded, Thus, when there is a load, the priority is set so as to increase toward the high load side where a good fuel consumption rate can be obtained. As a result, even when the engine cannot cover the operation of the auxiliary equipment that is required only by operating the auxiliary equipment during no-load operation, the engine is compensated at a timing at which a good fuel consumption rate is obtained during the load operation. The machine can be activated.

The operating parameter may be an engine speed and a fuel injection amount.
The fuel consumption rate when the engine is subjected to a predetermined load when the auxiliary machine is operated is affected by various operating parameters. According to the inventor's research and development, it has been found that the fuel consumption rate can be satisfactorily improved by the operation control device by selecting the engine speed and the fuel injection amount as operating parameters.

The control means may set the operation priority separately from the fuel consumption rate when the drive wheel and the engine are not dynamically connected.
According to this aspect, when the driving wheel and the engine are not dynamically connected, for example, when the gear stage of the transmission is in a neutral state or when the engine power is cut off by the clutch, the engine is emptied. When blown, it is possible to effectively avoid a situation where the auxiliary machine is unnecessarily operated and fuel is consumed wastefully.

The auxiliary machine may include an alternator driven by the engine.
The alternator generates electricity during operation and stores the electric power in a battery. In this aspect, it is possible to efficiently use the power generated by the alternator while suppressing the adverse effect on the fuel consumption rate of the load that occurs when the alternator that is an auxiliary machine is operated. As a result, the fuel consumption rate of the vehicle can be further improved.

The operation necessity information may be set stepwise based on a charge rate of a battery that stores electric power generated by the alternator.
The electric power generated by the alternator is stored in a battery. In general, an appropriate charging rate range is specified in advance for a battery. If the battery is charged outside this range, problems such as shortening the battery life may occur. In this aspect, by monitoring the battery charging rate, the alternator, which is an auxiliary device, is efficiently installed so that the adverse effect on the fuel consumption rate is reduced while considering that the battery charging rate falls within an appropriate range. Can be operated.

In order to solve the above-described problem, an operation control method for a vehicle auxiliary machine according to the present invention is a vehicle auxiliary machine operation control method for controlling an auxiliary machine operated by an engine mounted on a vehicle, wherein the operation Engine fuel efficiency map that defines the relationship between the parameter and the fuel consumption rate, the operation priority information that defines the operation priority of the auxiliary machine in association with the operating state of the vehicle and the engine, and the fuel consumption rate, and A step of preliminarily creating operation necessity information defining a relationship between a state parameter relating to the operation of the auxiliary machine and an operation necessity level of the auxiliary machine; a step of detecting an operation parameter of the engine; and an operation of the auxiliary machine A step of detecting a state parameter; a step of calculating an operation necessity level of the auxiliary machine based on a detection value by the auxiliary machine parameter detection means and the operation necessity level information; and Estimating the fuel consumption rate based on the detected value of the gin parameter detection means and the engine fuel consumption map, and specifying the operation priority in the current operating state based on the estimated fuel consumption rate and the operation priority information; And the step of operating the auxiliary device when the calculated operation necessity is equal to or higher than the specified auxiliary device operation priority, and the operation priority information is more than when the engine is in a loaded state. The non-load state is higher and the priority is set to be lower as the fuel consumption rate increases when the engine is in a load state .
This method can be suitably implemented by the above-described operation control device for an auxiliary machine for a vehicle (including the various aspects described above).

  According to the present invention, priority is given to an operation region that is advantageous for the fuel consumption rate when the auxiliary machine is operated according to the operation priority information, thereby suppressing deterioration of the fuel consumption rate associated with the operation of the auxiliary machine. The auxiliary machine can be operated at an appropriate timing. Especially when the auxiliary machine is operated not only when the engine is decelerating or coasting but also when the engine is under no load operation, Since the auxiliary machine can be operated, efficient operation of the auxiliary machine can be achieved while improving the fuel consumption rate.

It is a block diagram which shows the whole structure of the action control apparatus of the auxiliary machine for vehicles which concerns on this embodiment. It is a graph which shows the relationship between the engine output torque and fuel injection quantity in a fixed engine speed. It is a graph which shows the relationship between the fuel injection quantity of an engine and a fuel consumption rate in a fixed engine speed. It is an example of the operation priority information which prescribes | regulates the relationship between an engine fuel consumption rate and an operation priority. It is an example of the operation necessity information which prescribes | regulates the relationship between the charge rate of a battery which is an example of the auxiliary machine parameter regarding operation | movement of an alternator, and an operation necessity. It is an example of the engine fuel consumption map which shows the relationship between the engine operating parameter previously calculated | required experimentally and the fuel consumption rate. It is a flowchart which shows operation | movement of the action | operation control apparatus which concerns on this embodiment.

  Hereinafter, the present invention will be described in detail with reference to the embodiments shown in the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the component parts described in this example are not intended to limit the scope of the present invention only to specific examples unless otherwise specified. Only.

FIG. 1 is a block diagram showing the overall configuration of an operation control apparatus 1 for a vehicular auxiliary machine according to the present embodiment.
The operation control device 1 includes an alternator 4 connected to an output shaft of an engine 2 which is a 6-cylinder reciprocating engine via a belt (fan belt) 3. The alternator 4 is a kind of auxiliary machine, and generates electric power by being driven using a part of the output of the engine 2. The electric power generated by the alternator 4 is stored in the battery 5.

The engine 2 is provided with an engine speed sensor 6 for detecting the engine speed, and the battery 5 is provided with an SOC sensor 7 for detecting a charging rate (SOC). In addition, the accelerator pedal position sensor for detecting the driver's intention to accelerate the accelerator pedal that the driver steps on, the foot brake switch and the auxiliary brake switch for detecting the driver's intention to decelerate, respectively, the foot brake pedal that the driver steps on (not shown) ), Provided on an auxiliary brake lever (not shown) operated by the driver, an accelerator opening, a foot brake signal indicating whether or not the foot brake is operating, and an auxiliary indicating whether or not the auxiliary brake is operating A brake signal is supplied.
A transmission (not shown) and a clutch (not shown) are provided on the power transmission path for transmitting the output power from the engine 2 to the drive wheel side, and whether or not the transmission is in a neutral state. And a clutch signal indicating whether or not the clutch is in a connected state is supplied.
Detection values and various signals of these sensors are supplied as electric signals to an engine control unit described below.

  An engine control unit (hereinafter referred to as “ECU” as appropriate) 10 is a control unit that performs various controls of the operation control device 1, and includes an engine parameter detection means 11, an accessory parameter detection means 12, a storage means 13, An operation necessity degree calculating unit 14, an operation priority specifying unit 15, and a control unit 16 are provided. The engine parameter detection means 11 detects the engine speed, which is an operation parameter of the engine 2, based on a detection signal from the speed sensor 6. The auxiliary machine parameter detecting means 12 detects the charging rate of the battery 5 in which the electric power generated by the alternator 4 as an auxiliary machine is stored based on the detection signal of the SOC sensor 7. The storage means 13 stores in advance an engine fuel consumption map, operation priority information, and operation necessity information, which are various information necessary for control in the ECU 10, and is configured to be readable by appropriate access. The operation necessity degree calculation means 14 calculates the operation necessity degree of the alternator 4 based on the detected value by the auxiliary machine parameter detection means 12 and the operation necessity degree information. The operation priority specifying unit 15 estimates the fuel consumption rate based on the detected value of the engine parameter detection unit 11 and the engine fuel consumption map, and the operation priority in the current operation state based on the estimated fuel consumption rate and operation priority information. Specify the degree. The control means implements the operation control of the alternator 4 by generating and transmitting a control signal for operating the alternator 4 according to the control content.

  In the present embodiment, a case where an alternator is used as an auxiliary device will be described. Needless to say, various auxiliary devices such as an air conditioner, an air compressor, and a vacuum pump may be used.

  FIG. 2 is a graph showing the relationship between the output torque of the engine 2 and the fuel injection amount at a certain engine speed, and FIG. 3 is a graph showing the relationship between the fuel injection amount of the engine 2 and the fuel consumption rate. is there. 2 and 3, the state where the alternator 4 is operated is indicated by a solid line, and the state where the alternator 4 is not operated is indicated by a broken line.

  As shown in FIG. 2, the output torque of the engine 2 increases as the fuel injection amount increases. This tendency is common regardless of whether or not the alternator 4 is operated, but the output torque of the engine 2 is smaller when the alternator 4 is operated. This is a result reflecting that a part of the output torque of the engine 2 is consumed by the operation of the alternator 4.

In FIG. 3, the fuel consumption rate decreases as the fuel injection amount (substantially equivalent to the engine load) increases, and the fuel consumption rate behaves so as to approach a predetermined value on the high fuel injection amount side. Here, comparing the fuel consumption rates when the alternator 4 is operating and when it is not operating, the difference is large on the low fuel injection amount side, but it is small on the high fuel injection amount side. This indicates that the adverse effect on the fuel consumption rate due to the operation of the alternator 4 becomes relatively smaller as the engine 2 becomes a higher load side.
For example, when the alternator 4 is required to output 3 kW while the vehicle is running and the engine 2 is operated at 10 kW and 100 kW, the loss rate by the alternator 4 is 100 kW. The case is smaller.

  Thus, by the research and development of the present inventor, the deterioration of the fuel consumption rate can be suppressed by operating the alternator 4 when the engine 2 is on the high load side during the load operation. In the operation control apparatus 1 according to the present embodiment, the operation priority of the alternator 4 is defined for each range of the fuel consumption rate of the engine 2 in view of the characteristics shown in FIGS. 2 and 3.

  FIG. 4 is an example of the operation priority information 21 that defines the relationship between the fuel consumption rate of the engine 2 and the operation priority, and is stored in the storage unit 13 in advance. In FIG. 4, the fuel consumption rate is “when the vehicle is decelerated and the engine 2 is unloaded”, “when the vehicle is coasting and the engine 2 is unloaded”, “ab”, “bc”, “cd”,. And the operation priorities are ranked in order. As shown in FIG. 2 and FIG. 3, this ranking is ranked as follows: “When the vehicle is decelerated and the engine 2 is not loaded” is the highest rank, and “When coasting and the engine 2 is not loaded” is the next rank. In addition, the engine 2 is set in the order in which the fuel consumption rate in the loaded operation is favorable. By providing the operation priority of the alternator 4 in this way, the alternator 4 can be preferentially operated in a state where the fuel consumption rate is good, so that the deterioration of the fuel consumption rate is suppressed and at an efficient timing. The alternator 4 can be activated.

Further, in the operation control device 1 according to the present embodiment, the necessity of operation is defined in order to consider the necessity of operation of the alternator 4. FIG. 5 is an example of operation necessity information 22 that defines the relationship between the charging rate of the battery 5 and the operation necessity, which is an example of an auxiliary machine parameter relating to the operation of the alternator 4, and is stored in the storage unit 13 in advance.
In FIG. 5, the necessity of operation of the alternator 4 is defined based on the charging rate of the battery 5 that is a target in which the electric power generated by the alternator 4 is accumulated. For example, when the charging rate of the battery 5 is small, the necessity of operating is set to be high because it is highly necessary to operate the alternator 4 to restore the charging rate. On the other hand, when the charging rate of the battery 5 is high, the necessity of operation of the alternator 4 is set low so that the life of the battery 5 is not shortened by overcharging the battery 5, and the necessity of operation is set low. ing.

  In the present embodiment, the case where the alternator 4 is used as an auxiliary machine has been described in detail. However, in general, the necessity of operation is determined based on the difference between the target value and the current value of the auxiliary machine parameter relating to the operation of the auxiliary machine. It is good to set. For example, when an air conditioner is used as an auxiliary machine, the operation necessity level may be set based on the difference between the target temperature value and the actual temperature value.

  FIG. 6 is an example of the engine fuel consumption map 23 showing the relationship between the operating parameter of the engine 2 and the fuel consumption rate obtained in advance on a trial basis. Here, the engine speed and the fuel injection amount are adopted as the operation parameters of the engine 2. When the alternator 4 is operated, the fuel consumption rate when the engine 2 receives a predetermined load is affected by various operating parameters. According to the research and development of the present inventor, it has been found that the fuel consumption rate can be satisfactorily improved by the operation control device 1 by selecting the engine speed and the fuel injection amount as operating parameters.

  FIG. 6 shows the fuel consumption rate distribution of the engine 2 on the assumption that the output of the engine 2 consumed when the alternator 4 is operated is constant. In FIG. 6, the lines with the same fuel consumption rate are shown in contour lines. Here, in particular, the operation priority defined for each range of the fuel consumption rate based on the operation priority information shown in FIG. 4 is also shown.

  More specifically, for example, in FIG. 6, the frequency of the region where the operation priority having the least adverse effect on the fuel consumption rate is “1” (that is, when the vehicle is decelerating and the engine 2 is in the no-load state) is low. If the engine cannot be operated sufficiently, then use the area where the operating priority is “2” (ie, when coasting and the engine 2 is in a no-load state). To do. Further, when the auxiliary machine cannot sufficiently operate even if the region with the operation priority “2” is used, the region with the operation priority “3” with the next best fuel consumption rate is used. In this way, by operating the alternator 4 preferentially in the operating region where the fuel consumption rate is good, the alternator 4 can be operated efficiently while suppressing the deterioration of the fuel consumption rate.

  For supplementary explanation, since fuel is not injected in the no-load region where the operation priority is “1” or “2”, the fuel consumption rate cannot be defined strictly. Further, the idling state is a state where the engine is operating autonomously and does not correspond to the no-load region because fuel is injected. As an example of the no-load region, for example, when the foot brake or the auxiliary brake is operating, or when the engine 2 is not generating power, such as when coasting, it is rotating. At this time, the fuel of the engine 2 is cut and is in a no-load state.

FIG. 7 is a flowchart showing the operation of the operation control apparatus 1 according to the present embodiment.
First, the ECU 10 reads the engine fuel consumption map 23 stored in advance by accessing the storage means 13 (step S1). As shown in FIG. 6, the engine fuel consumption map 23 is a map showing engine characteristics that define the fuel consumption rate with respect to the engine speed and the fuel injection amount, which are operating parameters. The engine fuel consumption map 23 may be created in advance on a trial basis, may be created on a simulation basis, or may be created logically.

  Subsequently, the ECU 10 accesses the storage unit 13 again to acquire the operation priority information, and reads the threshold value of the fuel consumption rate with respect to the operation priority (step S2). Specifically, as shown in FIG. 4, an upper limit threshold and a lower limit threshold that define the range of the fuel consumption rate corresponding to each operation priority are read. Thereby, as shown in FIG. 6, the contour line for each threshold is specified in the engine fuel consumption map 23, and the operation priority is set for each region partitioned by the contour lines.

  Subsequently, the ECU 10 detects the engine speed, which is the engine operating parameter, from the engine speed detecting means 11 in the engine parameter detecting means 11, and detects the SOC, which is the auxiliary equipment parameter, from the SOC sensor 7 in the auxiliary machine parameter detecting means 12 ( Step S3). Note that the fuel injection amount, which is an operation parameter, is calculated by calculation based on the accelerator opening and the engine speed acquired from the speed sensor 6. The ECU 10 also acquires an accelerator opening, a foot brake signal, an auxiliary brake signal, a clutch signal, and a neutral signal.

  Subsequently, the ECU 10 accesses the storage unit 13 to acquire the operation necessity information, and calculates the operation necessity of the alternator 4 based on the charging rate acquired from the SOC sensor 7 by the accessory parameter detection unit 12. (Step S4). The relationship between the charging rate and the necessity of operation of the alternator 4 is defined as shown in FIG. 5, and the corresponding degree of necessary operation is specified based on the acquired charging rate.

  Subsequently, it is determined whether or not the auxiliary machine needs to be operated by determining whether or not the operation necessity calculated in step S4 is zero (step S5). When the operation necessity is zero (step S5: YES), that is, when the charging rate of the battery 5 is not sufficiently high, it is determined that the operation of the alternator 4 is unnecessary (step S9), and the process is performed. End (end). On the other hand, when the degree of operation is not zero (step S5: NO), that is, when the charging rate of the battery 5 is not small and needs to be charged, the ECU 10 determines that the alternator 4 needs to be operated, and the following Proceed to the process.

  The ECU 10 specifies the current operation priority based on the various parameters and signals acquired in step S3 (step S6). The ECU 10 determines whether or not the operation necessity calculated in step S4 is equal to or higher than the operation priority specified in step S6 (step S7). When the operation necessity level is equal to or higher than the operation priority level (step S7: YES), the alternator 4 is operated (step S8). When the operation necessity level is less than the operation priority level (step S7: NO), the alternator 4 is operated. Is not operated (step S9).

  In specifying the operation priority in step S6, not only the engine speed and fuel injection amount of the engine 2 but also a foot brake signal and an auxiliary brake signal are considered. Thereby, it is determined whether the engine 2 is in a no-load state when the vehicle is decelerated, or whether the engine 2 is in a no-load state when coasting. When the vehicle is decelerating and the engine 2 is in an unloaded state, as described above, the highest operating priority is set to “1”. The operation priority is set to “2”, which is the next highest. The highest operation priority when the engine 2 is loaded is “3”, and the priority is specified based on the information acquired in steps S1 and S2 in accordance with the fuel consumption rate of the engine 2 thereafter. . Therefore, even if the alternator 4 is operated, the adverse effect on the fuel consumption rate can be minimized.

In step S6, a clutch signal and a neutral signal are also considered. As a result, when the driving wheel and the engine 2 are not connected dynamically, for example, when the gear stage of the transmission is in the neutral state or when the engine power is cut off by the clutch, In addition, the operation of the alternator 4 unnecessarily can be effectively avoided.
As described above, the operation state of the vehicle or the engine 2 that is advantageous for the fuel consumption rate by operating the alternator 4 when the operation necessity is equal to or higher than the operation priority specified in consideration of the operation state of the vehicle or the engine 2. The alternator 4 can be operated at a timing in consideration of the above. As a result, the necessity of operation of the alternator 4 is not limited to when the engine 2 is operated not only when the engine 2 is in a no-load operation, but also when the engine 2 is in a load operation. Accordingly, the alternator 4 can be operated at an appropriate timing, so that a good fuel consumption rate can be achieved.

  In particular, the operation priority is set highest when the vehicle is decelerated and when the engine 2 is in a no-load state, and is set to the next highest value when coasting and the engine 2 is in a no-load state. Is in a loaded state, the priority is set to increase as the load increases. As described with reference to FIG. 2 and FIG. 3, the adverse effect on the relative fuel consumption rate due to the operation of the auxiliary equipment is small as the engine load increases during the load operation. For this reason, when the engine 2 is in a loaded state, the priority is set so that the priority increases as the load increases, so that the operation of the auxiliary machine required only by the auxiliary machine operation during the no-load operation of the engine 2 is covered. Even if it is not possible, the auxiliary machine can be operated at a timing at which a good fuel consumption rate can be obtained during load operation.

  In the present embodiment, the case where the auxiliary machine is only the alternator has been described as an example. However, when there are a plurality of auxiliary machines, the above-described control may be performed individually for each auxiliary machine.

  INDUSTRIAL APPLICABILITY The present invention can be used in an operation control device and method for a vehicle auxiliary machine that controls the operation of an auxiliary machine that is operated by the power of an engine mounted on the vehicle.

1 Operation control device 2 Engine 3 Belt 4 Alternator (auxiliary machine)
5 Battery 6 Rotational Speed Sensor 7 SOC Sensor 10 Engine Control Unit (ECU)
DESCRIPTION OF SYMBOLS 11 Engine parameter detection means 12 Auxiliary machine parameter detection means 13 Storage means 14 Operation requirement calculation means 15 Operation priority specification means 16 Control means 21 Operation priority information 22 Operation necessity information 23 Engine fuel consumption map

Claims (7)

An operation control device for a vehicle auxiliary machine that controls an auxiliary machine operated by an engine mounted on the vehicle,
Engine parameter detecting means for detecting an operating parameter of the engine;
Accessory parameter detection means for detecting a state parameter relating to the operation of the accessory;
Engine fuel efficiency map that defines the relationship between the operating parameter and the fuel consumption rate, operation priority information that defines the operation priority of the auxiliary device in association with the fuel consumption rate, and a state parameter relating to the operation of the auxiliary device Storage means for preliminarily storing operation necessity information that defines a relationship between the operation necessity of the auxiliary machine, and
Based on the detection value by the auxiliary machine parameter detection means and the operation necessity information, the operation necessity degree calculation means for calculating the operation necessity degree of the auxiliary equipment,
An operation for estimating the fuel consumption rate based on the detected value of the engine parameter detection means and the engine fuel consumption map, and specifying the operation priority in the current operating state based on the estimated fuel consumption rate and the operation priority information Priority identification means;
Control means for operating the accessory when the calculated operation necessity is equal to or higher than the specified accessory operation priority,
The operating priority information is higher when the engine is in a no-load state than when the engine is in a loaded state. When the engine is in a loaded state, the priority is increased as the fuel consumption rate increases. An operation control device for a vehicular auxiliary machine, characterized in that it is set to be low . Said actuating priority information, wherein when the vehicle decelerates, and highest when the engine is in a no-load state, when coasting and that the engine is Ru is set when a no-load condition is high the next The operation control apparatus for an auxiliary machine for a vehicle according to claim 1.   The operation control device for a vehicular auxiliary machine according to claim 1 or 2, wherein the operation parameters are an engine speed and a fuel injection amount.   The said control means can set an operation priority separately from the said fuel consumption rate, when the said driving wheel and the said engine are not connected dynamically. An operation control device for an auxiliary machine for a vehicle as described in 1.   The said auxiliary machine contains the alternator driven by the said engine, The operation control apparatus of the auxiliary machine for vehicles as described in any one of Claim 1 to 4 characterized by the above-mentioned.   6. The operation control device for a vehicular auxiliary device according to claim 5, wherein the operation necessity information is set in a stepwise manner based on a charging rate of a battery that stores electric power generated by the alternator. An operation control method for a vehicular auxiliary machine for controlling an auxiliary machine operated by an engine mounted on the vehicle,
Engine priority map for defining the relationship between the operating parameter and the fuel consumption rate, the operation priority information for defining the operation priority of the auxiliary equipment in association with the operating state of the vehicle and the engine, and the fuel consumption rate, And pre-creating operation necessity information that defines a relationship between the state parameter relating to the operation of the auxiliary machine and the operation necessity of the auxiliary machine;
Detecting an operating parameter of the engine;
Detecting a state parameter relating to the operation of the auxiliary machine;
Calculating the operation necessity of the auxiliary machine based on the detection value by the auxiliary machine parameter detection means and the operation necessity information;
A step of estimating a fuel consumption rate based on a detection value of the engine parameter detection means and the engine fuel consumption map, and specifying an operation priority in a current operating state based on the estimated fuel consumption rate and the operation priority information. When,
A step of operating the auxiliary device when the calculated operation necessity is equal to or higher than the specified auxiliary device operation priority,
The operating priority information is higher when the engine is in a no-load state than when the engine is in a loaded state. When the engine is in a loaded state, the priority is increased as the fuel consumption rate increases. A method for controlling the operation of a vehicular auxiliary machine, characterized in that it is set to be low .