CN1987074A - 汽车、汽车的发电机控制装置和车辆驱动装置 - Google Patents

汽车、汽车的发电机控制装置和车辆驱动装置 Download PDF

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CN1987074A
CN1987074A CNA2006101688300A CN200610168830A CN1987074A CN 1987074 A CN1987074 A CN 1987074A CN A2006101688300 A CNA2006101688300 A CN A2006101688300A CN 200610168830 A CN200610168830 A CN 200610168830A CN 1987074 A CN1987074 A CN 1987074A
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generator
combustion engine
output
internal
load torque
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CN100543285C (zh
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井村进也
松崎则和
伊藤胜
藤原慎
山本立行
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Hitachi Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
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    • B60L2240/12—Speed
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Abstract

本发明提供一种汽车，即使发电机对发动机的负载转矩变动，也可以确保驾驶员想要的发动机转矩，尤其在离合器结合时等发动机负载较大时，可以减小发动机熄火的危险性。根据当前的发电机励磁电压Vgf和发电机旋转数Ng等，通过控制装置，预测长的话几百毫秒后的、发电机对发动机的负载转矩Tg’。根据该预测控制发动机，避免发动机的输出转矩不足。

Description

汽车、汽车的发电机控制装置和车辆驱动装置
技术领域
本发明涉及具备发动机和由发动机驱动的发电机的汽车、汽车的发电机控制装置和车辆驱动装置，特别涉及发电机负载转矩变动时的发动机和发电机的控制方法。
背景技术
作为发动机和由发动机驱动的发电机的控制方法，例如，存在已在专利文献1中公开的方式。该方式中，在发电机对发动机的负载转矩，大于从发动机的输出转矩减去发动机不停止的最小允许转矩得到的转矩差的情况下，增大发动机的输出转矩，或限制发电机的负载转矩。
【专利文献1】特开2002-235576号公报
但是，像专利文献1所公开的方式那样，在根据发电机的当前负载转矩增大发动机输出转矩的方法中，从增大发动机的输出转矩的操作起，到实际发动机的输出转矩增大是要花时间的，所以，发动机的输出转矩有时会暂时不足，因不同的状况有时会导致发动机熄火。此外，由于限制发电机的负载转矩的方法，无法确保本来所需的发电量，所以如果可能的话最好不实行。
发明内容
本发明的目的在于，在尽量确保必要发电量的同时，避免发动机的输出转矩不足。
为了达到上述目的，本发明的汽车，具备内燃机和由该内燃机驱动的发电机，预测所述发电机对所述内燃机的负载转矩，根据预测的所述负载转矩控制所述内燃机的驱动。
此外，为了达到上述目的，本发明的汽车，具备：含有多个驱动机构的内燃机；由该内燃机驱动的发电机；控制所述多个驱动机构动作的内燃机控制装置；和控制所述发电机发电的发电机控制装置，所述发电机控制装置，向所述内燃机控制装置输出与所述发电机对所述内燃机的负载转矩相关的信号，所述内燃机控制装置，输入由所述发电机控制装置输出的信号，向所述驱动机构输出使所述驱动机构动作的信号，在所述负载转矩根据所述发电机的输出变动而发生变动的情况下，表示所述驱动机构动作变动的波形的相对时间轴的波高值峰值，比表示由所述发电机向所述内燃机输出的所述负载转矩变动的波形的相对时间轴的波高值峰值更早出现。
此外，为了达到上述目的，本发明的发电机控制装置，控制由内燃机驱动的发电机的发电，预测所述发电机对所述内燃机的负载转矩，以根据该预测负载转矩使内燃机的驱动得到控制的方式，将基于所述预测负载转矩的信号，输出给控制内燃机驱动的装置。
此外，为了达到上述目的，本发明的发电机控制装置，控制由内燃机驱动的发电机的输出，作为输入信号，输入控制所述发电机的输出所必要的要求值、和控制所述发电机的输出所必要的所述发电机的多个有效值，作为对所述发电机的输出信号，输出控制所述发电机的输出所必要的指令值，作为对控制内燃机驱动的装置的输出信号，将与所述发电机对内燃机的负载转矩相关的信号，比控制所述发电机的输出所必要的指令值的信号更早输出。
此外，为了达到上述目的，本发明的车辆驱动装置，设置在前后轮的一方用内燃机驱动，且前后轮的另一方用电动力驱动的四轮驱动车上，具备：产生所述电动力的电动机；由内燃机驱动，来产生所述电动机的驱动用电力的发电机；和控制所述电动机和所述发电机的驱动的控制装置，所述控制装置，预测所述发电机对内燃机的负载转矩，以根据预测的所述负载转矩使内燃机的驱动得到控制的方式，将基于所述预测负载转矩的信号输出给控制内燃机的驱动的装置。
此外，为了达到上述目的，本发明的车辆驱动装置，设置在前后轮的一方用内燃机驱动，且前后轮的另一方用电动力驱动的四轮驱动车上，具备：产生所述电动力的电动机；由内燃机驱动来产生所述电动机的驱动用电力的发电机；和控制所述电动机和所述发电机的驱动的控制装置，所述控制装置，将来自车辆的驱动要求值、控制所述发电机的输出所必要的所述发电机和所述电动机的多个有效值作为输入信号输入，作为对所述发电机的输出信号，输出控制所述发电机的输出所必要的励磁指令值，作为对控制内燃机驱动的装置的输出信号，与所述发电机对内燃机的负载转矩相关的信号，比所述励磁指令值的信号更早输出。
根据本发明，预测发电机对发动机的负载转矩，并根据该预测控制发动机，可以最大限度地确保必要的发电量，同时不让发动机的输出转矩不足。
附图说明
图1是使用本发明的汽车的构成的一例。
图2是用于图1构成的汽车的本发明的控制的一例。
图3是图2的步骤11的具体方法的一例。
图4是图2的步骤13的具体方法的一例。
图5是图2的步骤13的具体方法的另一例。
图6是图2的步骤14的具体方法的一例。
图7是对不使用本发明、根据发电机负载转矩的当前值改变节流阀开度情况下的例子的说明图。
图8是对使用本发明、根据发电机负载转矩的预测值改变节流阀开度情况下的例子的说明图。
图中：1-发动机，2-变速器，3-发电机，4-车轮，5-电力线，6-电动机，7-后差速器，8-离合器，9-电子控制节流阀，10-控制装置。
具体实施方式
图1表示使用本发明的汽车构成的一例。另外，图1中，虽是表示具备手动变速器的混合动力四轮驱动车的例子，但对于本发明而言，只要是具备发电机的汽车即可，变速器的种类无关紧要，另外不是混合动力汽车也可以使用。
发动机1产生的动力传递到变速器2和发电机3。传递到变速器2的动力被分配至左右，传递给前轮4a、4b。发电机3利用发动机1所传达的动力进行发电，通过电力线5向电动机6供电。电动机6通过发电机3所供电力产生动力。电动机6产生的动力传递到后差速器7。传递到后差速器7的动力被分配至左右，传递给后轮4c、4d。
发动机1与变速器2之间设有离合器8，它根据驾驶员对离合器踏板(未图示)的操作，切断或限制发动机1与变速器2间的动力传递。车辆起步时，驾驶员从踩下离合器踏板的位置缓缓抬起，使发动机1与变速器2间的动力传递量从切断状态起开始逐渐增大，最终离合器8完全结合。
发动机1具备电子控制节流阀9，它可独立于驾驶员的油门踏板(未图示)的操作，使节流阀开度改变。
控制装置10进行控制运算，控制发电机3、电动机6和电子控制节流阀9等。
发动机1输出与发动机旋转数和节流阀开度等相应的转矩(以下将该转矩称为发动机输出转矩)。由此，改变节流阀开度就可以改变发动机输出转矩。从改变节流阀开度到发动机输出转矩发生变化，长的情况下要花几百毫秒的时间。通过从该发动机输出转矩中，减去通过离合器8的变速器2的输入轴的转矩、和发电机3对发动机1的负载转矩等得到的转矩，发动机1的旋转数会加速或减速。
发电机3在输出与发电机旋转数、发电机励磁电流和电负荷等相应的电力的同时，也产生对发动机1的负载转矩(以下，将该转矩称为发电机负载转矩)。改变发电机励磁电压就可以改变发电机励磁电流，并能改变输出的功率，发电机负载转矩也会随之发生变动。从改变发电机励磁电压到输出功率和发电机负载转矩发生变化，长的情况下要花几百毫秒的时间。
电动机6产生与电动机旋转数、电动机励磁电流和发电机3所供给的电力等相应的转矩。此外，通过旋转产生电动机感应电压，成为发电机3的电负荷。另外，电力线5的电阻也会成为发电机3的电负荷。
图2表示应用于图1构成的汽车的本发明的控制的一例。
在步骤11，决定发电机3输出的电压目标值Vg*或电流目标值Ig*。图3表示了其方法的一例。首先，根据油门开度TVO和前后轮速度差等来决定电动机转矩目标值Tm*。由于电动机转矩Tm是由发电机输出电流Ig和电动机励磁电流Imf决定，所以发电机输出电流目标值Ig*，可根据电动机转矩目标值Tm*、和电动机励磁电压Vmf或电动机励磁电流目标值Imf*算出。电动机励磁电压Vmf或电动机励磁电流目标值Imf*，根据电动机旋转数Nm等决定。发电机输出电压目标值Vg*，可根据发电机输出电流目标值Ig*、和电动机感应电压预测值Vm’算出。电动机感应电压预测值Vm’，可根据电动机旋转数Nm、和电动机励磁电压Vmf或电动机励磁电流目标值Imf*算出。
此外，发电机输出电压目标值Vg*和发电机输出电流目标值Ig*可以利用油门开度、前后轮速度差、电动机旋转数Nm等，参照事先设定的表来决定。
此外，在这些计算中，也可以不使用电动机旋转数Nm，而是使用通过相位超前滤波器等使电动机旋转数Nm的相位超前得到的信号Nm’。
在步骤12改变发电机励磁电压Vgf，使发电机3的输出与步骤11决定的目标值一致。对于发电机励磁电压Vgf的改变，既可以检测发电机输出电流Ig，通过反馈控制的实行使其与发电机输出电流目标值Ig*一致，也可以检测发电机输出电压Vg，通过反馈控制的实行使其与发电机输出电压目标值Vg*一致。此外，由于发电机输出电压Vg由发电机旋转数Ng和发电机励磁电流Igf决定，所以，也可以根据发电机输出电压目标值Vg*和发电机旋转数Ng算出发电机励磁电流目标值Igf*，改变发电机励磁电压Vgf，使发电机励磁电流Igf与目标值Igf*一致。此外，也可以将以上所列方法并用。
在步骤13算出发电机负载转矩的预测值Tg’。由于从改变发电机励磁电压Vgf到发电机负载转矩Tg发生变化，长的情况下要花几百毫秒的时间，所以，根据当前的发电机励磁电压Vgf等，预测该时间段后的发电机负载转矩Tg’。图4表示了该方法的一例。
首先，根据发电机励磁电压Vgf算出发电机励磁电流预测值Igf’。对于发电机励磁电流预测值Igf’，既可通过Igf’＝Vgf/Rgf(Rgf是发电机励磁电路的电阻)求出，也可以设定好事先通过实验等求得的发电机励磁电压Vgf与发电机励磁电流恒定值的表，并将参照该表求出的发电机励磁电流恒定值设为发电机励磁电流预测值Igf’。此外，也可以不使用发电机励磁电流预测值Igf’，而是使用发电机励磁电流目标值Igf*。
接着，根据发电机励磁电流预测值Igf’和发电机旋转数Ng，算出发电机输出电压预测值Vg’。对于发电机输出电压预测值Vg’，可设定好事先通过实验等求得的发电机励磁电流Igf、发电机旋转数Ng和发电机输出电压Vg的关系表，并参照该表求出。此外，也可以不使用发电机输出电压预测值Vg’，而是使用发电机输出电压目标值Vg*。
接着，根据发电机输出电压预测值Vg’和电动机感应电压预测值Vm’，算出发电机输出电流预测值Ig’。对于发电机输出电流预测值Ig’，既可通过Ig’＝(Vg’-Vm’)/Rm(Rm是电力线和电动机的电阻)求出，也可以设定好事先通过实验等求得的发电机输出电压Vg、电动机感应电压Vm和发电机输出电流恒定值的关系表，并将参照该表求出的发电机输出电流恒定值设为发电机输出电流预测值Ig’。此外，也可以不使用发电机输出电流预测值Ig’，而是使用发电机输出电流目标值Ig*。
然后，根据发电机输出电流预测值Ig’和发电机励磁电流预测值Igf’，算出发电机负载转矩预测值Tg’。或者，也可以如图5所示，根据发电机输出电压预测值Vg’、发电机输出电流预测值Ig’和发电机旋转数Ng，算出发电机负载转矩预测值Tg’。任何一种情况，都参照事先设定的表来求得。此外，也可以不使用发电机输出电流预测值Ig’，而是使用发电机输出电流目标值Ig*。
此外，对于发电机负载转矩的预测值Tg’，也可以使用发电机励磁电压Vgf、发电机旋转数Ng、电动机感应电压预测值Vm’等，参照事先设定的表来决定。
此外，在这些计算中，也可以不使用发电机旋转数Ng，而是使用通过相位超前滤波器等使发电机旋转数Ng的相位超前得到的信号Ng’。
此外，对于发电机负载转矩的预测值Tg’，也可以通过相位超前滤波器等使当前的发电机负载转矩Tg的相位超前来算出。
此外，也可以测定或推定发电机负载转矩的当前值Tg，求出它与之前测定的值间的误差，将在一定时间内对该误差进行平均化的值作为发电机负载转矩预测校正值，加在上述算出的发电机负载转矩的预测值Tg’上。
在步骤14算出发动机输出转矩目标值Te*。图6表示了其方法的一例。首先，根据油门开度TVO和发动机旋转数Ne算出驾驶员想要的发动机转矩要求值Td。将步骤13算出的发电机负载转矩的预测值Tg’，加在该发动机转矩要求值Td上，将其作为发动机输出转矩目标值Te*。
此外，对于像图1那样的混合动力汽车的情况，也可以减小发动机转矩要求值Td，以便使变速器2输出的车辆推进力变小，变小的量为电动机6输出的车辆推进力的部分。其中，发动机转矩要求值Td的下限，是发动机不会停止的转矩。
此外，在算出的发动机输出转矩目标值Te*超过当时的发动机旋转数Ne上的最大发动机输出转矩的情况下，既可以减小电动机转矩目标值Tm*，或发电机输出电流目标值Ig*，或发电机输出电压目标值Vg*，或发电机励磁电流目标值Igf*，或发电机励磁电压Vgf，也可以减小发动机转矩要求值Td。其中，发动机转矩要求值Td的下限是，发动机不会停止的转矩。
此外，对于发动机输出转矩Te的响应时间te和发电机负载转矩Tg的可预测时间(发电机负载转矩的响应时间)tg，也可以利用当时的发动机旋转数Ne等，通过参照事先设定的表来进行推定，在发电机负载转矩可预测时间tg比发动机输出转矩响应时间te长的情况下，使发电机负载转矩预测值Tg’延迟(tg-te)。在发电机负载转矩可预测时间tg比发动机输出转矩响应时间te短的情况下，可以通过相位超前滤波器等使发电机负载转矩的预测值Tg’的相位超前(tg-te)，也可以减小电动机转矩目标值Tm*，或发电机输出电流目标值Ig*，或发电机输出电压目标值Vg*，或发电机励磁电流目标值Igf*，或发电机励磁电压Vgf，从而使上述两个时间大致相同。
在步骤15，按步骤14决定的发动机输出转矩目标值Te*来控制发动机。对于发动机输出转矩的改变，既可以通过改变节流阀开度来实行，又可以通过改变燃料喷射量来实行，还可以通过更改点火定时来实行。一般来说，改变燃料喷射量或点火定时的情况，与改变节流阀开度的情况相比，发动机输出转矩发生变化所需要的时间较短。但是，燃料喷射量或点火定时，经常被设定成使发动机输出转矩达到几乎最大，以这种状况，即便改变燃料喷射量或点火定时，增加发动机输出转矩的余地也不太多。因此，在进行改变燃料喷射量或点火定时来增加发动机输出转矩的控制的情况下，必需事先设定燃料喷射量或点火定时，使发动机输出转矩不会太大。或者，在车辆起步时等，在预测出今后需要增大发动机输出转矩时，增加节流阀开度，同时，为了使总的发动机输出转矩相同，可以使燃料喷射量或点火定时错开。
图7和图8，是图1构成的汽车，在车辆起步后变动电动机转矩目标值Tm*时的，发电机负载转矩Tg、节流阀开度TVO、发动机输出转矩Te的一例。图7是不使用本发明、根据发电机负载转矩的当前值Tg改变节流阀开度TVO情况下的例子，图8是使用本发明、根据发电机负载转矩的预测值Tg*改变节流阀开度TVO情况下的例子。
在图7中，节流阀开度TVO的尖峰，比发电机负载转矩Tg的尖峰要延迟电子控制节流阀的响应时间部分。由于发动机输出转矩Te的尖峰比节流阀开度TVO的尖峰更迟，所以，它比发电机负载转矩Tg的尖峰延迟得更多。因此，减去发电机负载转矩Tg得到的发动机转矩会暂时变小，不仅得不到驾驶员想要的转矩，而且在使离合器结合时等发动机负载较大时，还会有发动机熄火的危险性。
在图8中，节流阀开度TVO的尖峰比发电机负载转矩Tg的尖峰超前。而且，发动机输出转矩Te的尖峰与发电机负载转矩Tg的尖峰几乎一致。因此，减去发电机负载转矩Tg得到的发动机转矩几乎恒定。
如上所述，通过本实施例，发电机负载转矩即使变动，也可以确保驾驶员想要的发动机转矩，尤其在离合器结合时等发动机负载较大时，可以减小发动机熄火的危险性。

Claims (6)

1.一种汽车，其特征在于，
具备内燃机和由该内燃机驱动的发电机，
预测所述发电机对所述内燃机的负载转矩，根据预测的所述负载转矩控制所述内燃机的驱动。
2.一种汽车，其特征在于，
具备：含有多个驱动机构的内燃机；由该内燃机驱动的发电机；控制所述多个驱动机构动作的内燃机控制装置；和控制所述发电机发电的发电机控制装置，
所述发电机控制装置，向所述内燃机控制装置输出与所述发电机对所述内燃机的负载转矩相关的信号，
所述内燃机控制装置，输入由所述发电机控制装置输出的信号，向所述驱动机构输出使所述驱动机构动作的信号，
在所述负载转矩根据所述发电机的输出变动而发生变动的情况下，表示所述驱动机构动作变动的波形的相对时间轴的波高值峰值，比表示由所述发电机向所述内燃机输出的所述负载转矩变动的波形的相对时间轴的波高值峰值更早出现。
3.一种汽车的发电机控制装置，控制由内燃机驱动的发电机的发电，其特征在于，
预测所述发电机对所述内燃机的负载转矩，以根据该预测负载转矩使内燃机的驱动得到控制的方式，将基于所述预测负载转矩的信号，输出给控制内燃机驱动的装置。
4.一种汽车的发电机控制装置，控制由内燃机驱动的发电机的输出，其特征在于，
作为输入信号，输入控制所述发电机的输出所必要的要求值、和控制所述发电机的输出所必要的所述发电机的多个有效值，
作为对所述发电机的输出信号，输出控制所述发电机的输出所必要的指令值，
作为对控制内燃机驱动的装置的输出信号，将与所述发电机对内燃机的负载转矩相关的信号，比控制所述发电机的输出所必要的指令值的信号更早输出。
5.一种车辆驱动装置，设置在前后轮的一方用内燃机驱动，且前后轮的另一方用电动力驱动的四轮驱动车上，其特征在于，
具备：产生所述电动力的电动机；由内燃机驱动，来产生所述电动机的驱动用电力的发电机；和控制所述电动机和所述发电机的驱动的控制装置，
所述控制装置，预测所述发电机对内燃机的负载转矩，以根据预测的所述负载转矩使内燃机的驱动得到控制的方式，将基于所述预测负载转矩的信号输出给控制内燃机的驱动的装置。
6.一种车辆驱动装置，设置在前后轮的一方用内燃机驱动，且前后轮的另一方用电动力驱动的四轮驱动车上，其特征在于，
具备：产生所述电动力的电动机；由内燃机驱动来产生所述电动机的驱动用电力的发电机；和控制所述电动机和所述发电机的驱动的控制装置，
所述控制装置，将来自车辆的驱动要求值、控制所述发电机的输出所必要的所述发电机和所述电动机的多个有效值作为输入信号输入，
作为对所述发电机的输出信号，输出控制所述发电机的输出所必要的励磁指令值，
作为对控制内燃机驱动的装置的输出信号，与所述发电机对内燃机的负载转矩相关的信号，比所述励磁指令值的信号更早输出。
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