JP2000125483A - Controller of vehicle generator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control a voltage generated by a generator with a controller which is provided separate from the generator. SOLUTION: A pulse signal, which indicates running state, is outputted from an engine controller 9 and inputted to the controller 3 of a generator. A generated voltage setting means 33 sets a generated voltage according with information given by the pulse signal. The pulse signal is varied only within a predetermined range, which does not include full-off and full-on which correspond to the open- circuit failure and short-circuit failure of a signal line respectively. If the pulse signal is in a full-off state or in a full-on state, the controller 3 practices self-contained control with an intermediate reference voltage 14.5 V as a target value. As a result, positive fail-safe is achieved.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system for a vehicle generator.

[0002]

2. Description of the Related Art In a conventional control device for a vehicle generator, a constant power generation voltage (for example, 14.5 V) which is considerably higher than a battery open terminal voltage (for example, 12.8 V) in order to quickly charge a battery. However, in this case, when the electric load is smaller than the power generation capacity, there is a possibility that the charging of the battery is promoted and the battery is brought into a fully charged state. If this state continues even after full charge, the load on the engine may be increased to deteriorate fuel economy and the battery may be overcharged.

Therefore, for example, Japanese Patent Application Laid-Open No. 59-103529
In this publication, the state of charge of the battery is predicted from the average value of the conductivity of the switching transistor (that is, the power generation rate of the generator) that flows through the field winding of the generator, and the proper charging is performed by changing the generated voltage. A control device for performing the control has been proposed.

[0004]

The control device proposed above has an excellent function of properly maintaining the state of charge of the battery. However, in order for the conductivity to indicate the state of charge of the battery well, it is relatively difficult. Because it requires a long average time,
There was a problem that responsiveness was somewhat lacking depending on the application.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a vehicular generator control device capable of changing a generated voltage according to a change in an electric load or a change in a running state.

Another object of the present invention is to provide a configuration in which a signal is externally provided to a control device of a vehicle generator to enable a change in a generated voltage. An object of the present invention is to provide a control device for a vehicle generator that can maintain its function.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention has a stator winding and a field winding, and is driven by a vehicle engine to supply power to an electric load. In the control device of the generator (1) for charging the generator, the generator voltage control means (31) built in the generator and controlling the current of the field winding so as to maintain the generated voltage of the generator at a target value. , 32), a vehicle state signal generating means (91) which is provided separately from the generator and outputs a pulse signal according to the state of the vehicle, and which is built in the generator and which receives an input from the vehicle state signal generating means. Generating voltage setting means for changing the target value of the generating voltage control means in accordance with the pulse signal to be generated (33, 34, 35, 37,
38), which is a technical means of a control device for a vehicular generator.

According to this configuration, the state of the vehicle is transmitted by a pulse signal from a device provided separately from the generator, and the generated voltage is set in accordance with the pulse signal. According to this configuration, the generated voltage can be controlled according to the information indicated by the pulse signal. As the vehicle state, for example, in addition to the running state of the vehicle such as an idling state or a deceleration state, a state such as a range of a transmission and ON / OFF of a brake can be used.

The vehicle state signal generating means is configured to change the pulse signal within a predetermined range that does not include full off and full on corresponding to the open and short of the signal line of the pulse signal. It is desirable to employ a technical means that allows the power generation voltage control means to perform autonomous control with a reference value as a target value when the pulse signal is full off and full on.

With this configuration, even when the signal line has an open fault or a short fault, when the pulse signal is fully off and full on, the generated voltage control means performs autonomous control using the reference value as the target value. A minimum power generation operation can be maintained, and the reliability of the generator can be maintained. In addition, as the pulse signal,
For example, a pulse signal (FIG. 8) indicating the above-mentioned vehicle state can be adopted according to the period of the pulse signal within a predetermined cycle. In this case, for example, a case where the pulse signal period is 0 (ms) corresponds to full-off, and a case where the pulse signal period has a signal period (12 (ms)) can correspond to full-on. Then, for example, a configuration in which the pulse signal is changed with a predetermined range of 2 (ms) to 10 (ms) not including the full-off and the full-on can be adopted.

The vehicle state signal generating means is configured to change the pulse signal within the predetermined range from a value greater than a predetermined value greater than full off to a value smaller than a predetermined value smaller than full on. It is desirable to adopt the technical means that there is.

According to this structure, the range in which the pulse signal changes is changed within a predetermined range which is separated from the full-on and full-off by a predetermined value, respectively, so that the pulse signal indicating the vehicle state and the full-on state or the full-off state are switched. Therefore, since a margin for countering noise is provided, reliable and stable operation can be obtained. For example, 2 (ms) larger than 2 (ms) than 0 (ms) corresponding to full-off
From 2 (ms) from 12 (ms) corresponding to full on
A configuration in which the pulse signal is changed with a small range up to 10 (ms) as the predetermined range can be adopted.

The power generation voltage setting means is responsive to the pulse signal in the predetermined range to set the target value of the power generation voltage control means at an upper limit value exceeding the reference value and at a lower limit value lower than the reference value. It is possible to adopt a technical means of changing the value to a value.

According to this configuration, when an open fault or a short fault occurs in a signal line, autonomous control can be performed with an intermediate target value, and in a normal state, the autonomous control can be obtained by a change in the target value over a wide range. It is possible to perform generator control according to the vehicle state. For example, a normal power generation voltage can be adopted as the reference value. When this is set to 14.5 (V), the upper limit of the target value changed according to the pulse signal is set to 15 (V), and the lower limit is set to 15 (V). A configuration in which the value is 13 (V) can be adopted.

The power generation voltage setting means sets the target value of the power generation voltage control means to an upper limit value exceeding 14.5 (V) according to the pulse signal within the predetermined range,
It is possible to adopt a technical means of changing the value to a lower limit value lower than 14.5 (V).

According to this configuration, 14.5 is used as the power generation voltage normally used for charging the battery for the vehicle.
The target value for the power generation control can be changed from the upper limit value exceeding (V) to the lower limit value lower than the lower limit value, and it is possible to realize the generator control according to the detailed vehicle state which is difficult to obtain by the normal generator control. .

Furthermore, means for setting another judgment value different from the target value in the generated voltage control means in accordance with the pulse signal inputted from the running state signal generating means, which is incorporated in the generator. The technical means of (35) can be adopted.

According to this configuration, the pulse signal not only indicates the target value, but is also used for setting another determination value. For example, as such a determination value, it can be used as a determination value for determining the power generation rate of the generator.

The power generation voltage setting means includes means for detecting a power generation rate of the generator, a power generation rate (Duty) detected by the detection means, and a power generation rate set in accordance with the pulse signal. F) means for changing the target value of the generated voltage control means based on the comparison with F).

According to such a configuration, not only can the target value be set directly from the pulse signal, but also the target value according to the power generation rate of the generator can be given.

The vehicle state signal generating means outputs the pulse signal as a signal indicating the power generation rate from a value larger than a predetermined value than full-off to a value smaller than full-on by a predetermined value. Technical means may be employed in which the power generation voltage control means outputs the pulse signal as a signal for autonomously controlling a reference value as the target value.

With such a configuration, the power generation rate and the target value can be selectively used according to the range of the pulse signal.

The vehicle state signal generating means may employ a technical means in which both ends obtained by dividing a range from full off to full on at equal intervals are set as the predetermined range.

The power generation voltage setting means sets the target value in accordance with the pulse signal (37, 3).
(3) and means for setting the target value based on the pulse signal and a power generation state detected from the generator (34,
37, 38).

With this configuration, it is possible to selectively use a case where the target value is directly set according to the pulse signal and a case where the target value is set according to the pulse signal and the power generation state. For example, it is possible to selectively use the target value directly in response to the pulse signal in the fail-safe mode and to set the target value in accordance with the pulse signal and the power generation state in the normal state.

In order to achieve the above object, the present invention provides a generator which has a stator winding and a field winding, is driven by a vehicle engine to supply power to an electric load, and charges a battery. (1) a control device (31, 32) built in the generator, for controlling the current of the field winding so as to maintain the generated voltage of the generator at a target value; Setting means built in the generator, for setting the target value of the generation voltage control means in response to a pulse signal input from outside the generator, and directly setting the target value in response to the pulse signal And a second setting means (38, 33) for setting the target value according to the pulse signal and the power generation state of the generator. Power generator control device To adopt the means.

The power generation state is determined by the power generation rate (Dut).
y).

The use of the power generation rate as the power generation state is useful for simplifying the configuration of the control device for adjusting the excitation current of the generator, and for accurately reflecting the power generation state of the generator.

The first setting means is configured to set the target value when the pulse signal is in the full off and full on states, and the second setting means is configured to set the target value between the full off state and the full on state. It is possible to employ a technical means that the target value is set when the value is within the predetermined range.

Such a configuration is suitable for use in, for example, fail-safe operation and normal operation.

The reference numerals and examples in parentheses described above are for the embodiments described later.

[0032]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, with respect to a control device for a vehicle generator to which the present invention is applied, a basic configuration to which the present invention is applied will be described with reference to FIGS. 1 and 2, and then an embodiment in which the present invention is applied. Will be described.

(Basic Configuration) Hereinafter, a basic configuration to which the present invention is applied will be described with reference to FIGS. In FIG. 1, a generator 1 includes an armature coil 11 as a stator winding, a field coil 12 as a field winding, and a full-wave rectifier 13, and the field coil 12 is rotationally driven by the engine 7. The power generation capacity increases or decreases according to the rotation speed. The field coil 12 is turned on and off by the switching transistor 31 of the generated voltage control circuit 3. The operation of the transistor 31 is controlled by the output of the comparator 32. The comparator 32 receives the power generation voltage target value signal Vreg from the D / A converter 33 and the feedback voltage signal VF of the battery 6, and as a result, the battery voltage Follows the target value given to the D / A converter 33 via the I / O port 52 of the target value changing circuit 5.

The target value changing circuit 5 is an arithmetic unit (CPU)
The CPU 51 receives signals from the power generation rate detection circuit 4, the throttle switch detection circuit 81, and the vehicle speed detection circuit 2 via the I / O port 52, and performs the procedure described below. To change and set the generated voltage target value Vreg. The power generation rate detection circuit 4 receives the collector voltage of the transistor 31 and detects the conductivity, that is, the power generation rate, with a sufficiently short time average. The throttle detection switch 81 detects an accelerator fully closed state. The idle state and the deceleration state are known from the detection of the fully closed state of the throttle detection switch 81 and the detection value of the vehicle speed detection circuit 2. That is, when the accelerator is fully closed, the vehicle speed becomes a predetermined value (for example, 3 km /
h) or less, it is determined to be in an idle state, and if the vehicle speed is equal to or more than a predetermined value (for example, 5 km / h) with the accelerator fully closed, it is determined to be in a deceleration state.

The engine 7 is provided with an idle speed control device (ISC) 82, which controls the engine speed to a set speed output through the I / O port 52 in the engine idle state.

Each of the above circuits is supplied with operating power from a constant voltage power supply 86 when the key switch 83 is turned on. A headlamp is connected to the battery 6 via a load switch 84,
Electric loads 85 such as a blower motor and an electric fan are connected in parallel.

FIG. 2 shows a processing program of the CPU.
This program is started, for example, by a timer interrupt every 10 ms. In step 101, the generated voltage target value Vreg is set to 1
3V, and reset the counters α and β to 0, respectively. The idle speed indicating the idle state is 60
It is set to 0 rpm. The above 13V takes into account that the open terminal voltage when the battery is fully charged is 12.8V. In this state, if the state of charge of the battery is near full charge, the battery 6 is hardly charged, and The power supply to the vehicle is also reduced, reducing the burden on the generator and improving fuel efficiency.

In step 102, it is determined that the vehicle is being decelerated.
If the vehicle is decelerating, the target value Vreg is increased to 15 V, and the energy wastefully consumed by braking is stored in the battery 6.
(Step 103). In step 105, V
It is checked whether reg1 is 13V, and the process proceeds to step 106 and subsequent steps. By increasing the target value Vreg only during deceleration,
When the braking energy during deceleration can be effectively regenerated to the battery and the target value Vreg is immediately returned to the original low value after deceleration, the open terminal voltage of the battery increases for a short time due to the charging current flowing during deceleration. By utilizing this, the load current is extracted from the battery and the amount of power generated by the generator 1 can be reduced, so that the burden on the engine is further reduced, and the fuel efficiency is further improved.

In step 106, it is checked whether the power generation rate (Duty) is equal to or higher than A (for example, 90 to 100%). When the power generation rate is equal to or higher than A, there is a high possibility that the battery is discharged to the electric load. Then step 107,
At 108, the counter α is counted up. When the count value exceeds a predetermined value B, it is determined that the battery 6 needs to be charged, and Vreg1 (= Vreg, see step 104) is increased to 14.5 V (step 109). Thereby, quick charging of the battery 6 is started. In step 110, the counter α is reset, and the counter β is set to 5
Set to.

After the power generation voltage target value Vreg is increased to 14.5 V, steps 105 to 11 are executed.
Proceed to 1 to check if it is idle. This idle state is confirmed by fully closing the accelerator and lowering the vehicle speed. If the engine is in the idle state, the idle speed control is performed in step 112 so that the average Duty within a predetermined time becomes 80 to 99%.
Make sure that: This E is set to, for example, 650 rpm which is close to the lower limit value (600 rpm) of the idle speed. Here, the engine speed is obtained from an engine speed sensor or a generator speed (not shown).

Next, at step 114, the duty value corresponding to the idle speed Ne is set to F. That is, since the output current of the generator greatly changes depending on the rotation speed, if the determination value F is a fixed value, the battery charging rate (good determination charging current) is determined by the idle rotation speed even if the electric load is the same. Changes. Then step 114
To set F according to the number of rotations. Further, by detecting the brake ON / OFF signal and correcting the above-described determination value F, it is possible to further improve the determination accuracy of the battery charging current. Next, the routine proceeds to step 115.

If the duty is less than F (for example, 70%), the counter β is counted up (step 116).
If it is larger than F, the countdown is performed in a range up to 0 (step 117). When the counter β becomes equal to or more than G (for example, 10) in step 118, Vreg1 is set to 13
V (step 119), and the idle speed is also 600.
rpm (step 120).

That is, the above steps 115 to 118
Then, it was confirmed that the power generation rate remained relatively low at a sufficiently low engine speed.In this case, the power generation capacity was sufficient and the battery was fully charged, and the power generation voltage target value was lowered to reduce the engine load. And reduce the idle speed. This avoids overcharging of the battery,
Engine fuel economy can be further improved.

In the above configuration, if the ISC control is not performed, steps 112, 113 and 120 are omitted. Further, steps 116 to 118 for increasing the certainty of the determination are not always necessary.

Embodiment 1 Hereinafter, an embodiment to which the present invention is applied will be described. FIG. 3 shows the configuration of the first embodiment of the present invention. The power generation voltage control circuit 3 and the power generation rate detection means 4 are built in the generator 1 and controlled by a signal from an engine control device 9 provided separately.

Hereinafter, the operation of the control device will be described with reference to the flowchart of FIG. In step 201, the power generation target voltage Vreg is set to 14.5 V as a reference value, and the counter α is reset. Subsequently, it is determined whether or not the vehicle is idling (step 202). This is confirmed by the fact that the vehicle speed is, for example, 2 km / h or less when the accelerator is fully closed.

Next, in step 203, the next step 20
In step 4, an F for comparison with the power generation rate Duty is set. The generator output current during idling is the sum of the battery charging current and the electric load current. In addition, the power generation rate Duty is 1 during the idling operation in which the outputable current of the generator is the smallest.
Less than 00%, meaning that there is a margin for power generation, means that there is always room for power generation during traveling, there is little possibility of discharging, and the electric load current and battery charging current are small, and the battery is near full charge. . FIG. 5 shows the relationship between the battery charging current and the charging rate.

The chargeable current during idling (hereinafter referred to as a generator generation margin) is a value obtained by subtracting the electric load current from the generator output allowable current (maximum output during idling).
That is, it differs depending on the maximum output of the generator during idling and the electric load current. Therefore, even if it is determined that Duty ≦ F in step 204, the battery charging current at that time and the determined charging rate also differ. The maximum output of the generator at the time of idling varies depending on the size of the generator and its rotation speed, and one example is shown in FIGS.

FIG. 5 shows that the physique of the generator differs depending on the vehicle, and the battery charging rate for judging full charge when the judgment value F in step 204 is 100% is different. Similarly, FIG. 6 shows the difference between transmission ranges (N, D, etc.) and the effects of the idle speed and electric load current generated when the brake is turned on / off. Therefore, the value of the duty determination value F is changed by a signal from the engine ECU 9 set for each vehicle type.

FIG. 7 shows the generator output current when the power generation rate is changed. A point C in FIG. 5 indicates a battery charge rate at which the vehicle A is determined to be fully charged when the determination value F is switched to 80% by a signal from the engine ECU 9. As a result, the vehicle A can be charged at 14.5 V (step 212) until the charging rate exceeds 80%, and it is possible to prevent the battery from rising due to the reduction in the charging rate and the battery life from decreasing. Also, the difference between the N and D ranges and the
The influence of turning off can be dealt with similarly by switching the judgment value F. The same effect can be obtained by switching the determination values in the N and D ranges by switching in accordance with the idle speed.

In step 204, the power generation rate Duty detected by the power generation rate detection means 4 is compared with a signal from the engine control device 9 and a determination value F set by the power generation rate determination value changing means 35 by the power generation rate comparison means 34. I do. As a result, when the power generation rate Duty is smaller than F, the battery is near full charge and the electric load is small, so that the power generation control is performed in the economy mode (economic determination means 38). Switching (generation voltage setting means). Next, when it is determined in step 206 that the vehicle is decelerating, the process proceeds to step 207, in which the power generation voltage is switched to 15 V, and energy regeneration is performed by increasing the amount of power generation. If the vehicle is not decelerating, the generated voltage is returned to 13 V in step 208,
Prevent overcharging and implement control to reduce engine load. In step 209, the power generation rate Duty is set to a predetermined value A (9
5 to 100%). Here, if Duty ≦ A, the process returns to step 206, and if Duty> A, it indicates that the battery may be discharged, and α is counted up.

In step 211, it is determined that α has exceeded a predetermined value, and in step 212, the generated voltage is set to 14.5.
In step 213, α is reset to 0. That is, if the time during which there is a possibility that the duty is greatly discharged continues for a predetermined time or more, the generated voltage is reduced to 14.5V.
And charge the battery other than deceleration. Here, the duty determination value A may be a fixed value near 100% as in the above embodiment, or may be a value obtained by adding a hysteresis to the selected determination value F (for example, A = F + 5%). it can. In this case, the frequency of charging by returning the charging voltage to 14.5 V is increased, and the charge recoverability is improved.

In the above embodiment, the running state of the vehicle, such as idling and deceleration, and the setting of the duty determination value F are determined by the engine control unit 9, and the signal discriminating means of the voltage control means 3 via the running state signal generating means 91. It is input to 37 and decrypted. Table 1 shows an example of the signal transmission method using the pulse shown in FIG.

[0054]

[Table 1]

This depends on the ton and the running state and Du.
The ty determination value is signalized and transmitted. T in Table 1
On = 0 ms (full off) and 12 ms (full on)
It is fail-safe when the signal line is open or short-circuited, and by returning to autonomous control (for example, power generation voltage = 14.5 V) using a voltage as a reference value in the power generation control means 3,
Prevent control abnormalities. Thus, the maximum value of the signal from the external control device 9 is 12 ms (full on) and the minimum value is 0 ms.
(Full off) as a command to shift to autonomous control by the power generation control means 3, enabling fail-safe,
Even in a configuration in which power generation control is performed from an external control device, the reliability of the generator and the power generation control device is not impaired.

In Table 1, the normal power generation voltage of ton = 10 ms corresponds to the power generation control (13
Use V) when you want to cancel for some reason, for example, to prevent the brightness of the lamp when the headlights are turned on, or to prevent the engine from becoming unstable due to torque fluctuation if the power generation voltage is switched when the engine is not sufficiently warmed up It is used when you do.

Tables 2 to 5 show setting examples of the duty determination value F. The signals in Table 2 to Table 5 are FA =
100%, FB = 90%, FC = 80%, FD = 70%
Corresponding to

[0058]

[Table 2]

[0059]

[Table 3]

[0060]

[Table 4]

[0061]

[Table 5]

Table 3 shows an example in which the set value of F is set in four steps including the correction of the electric load, and a more accurate determination is made. Similarly, in Table 4, in the determination of the idling state (step 202 in FIG. 4), it is determined that the vehicle is idling only when the vehicle speed ≦ 2 km / h, the D range, and the brake is being depressed. 5 shows a setting example in which a change in the state of charge of the determination battery caused by the variation in the above is prevented.

Under normal driving conditions, the brake is depressed in the D range when the vehicle is stopped (when idling), so that no particular problem occurs. As a result, if only the switching of the duty determination value F according to the difference between vehicles is considered, It is possible to simplify the power generation rate determination value changing means 35 in the traveling state signal and voltage control device 3 of FIG. Similarly, Table 5 shows that the idling is determined by two types of (D range and vehicle speed <2 Km / h and brake ON) or N range, and the determination values F for N and D respectively.
Here is an example in which is switched.

In FIG. 3, after the engine control unit 9 determines the traveling state and the duty determination value F based on various signals, the engine control unit 9 sends the signal to the voltage control unit 3 as a signal, and the power generation rate is compared in the voltage control unit. Although an example has been shown, it is also possible to leave only the generated voltage setting means 33 in the voltage control device and to put other means in the engine control device. In this case, the signal discriminating means 37 and the traveling signal generating means 91 of FIG. 3 become unnecessary, and instead, the generated voltage setting means 33 in the voltage control device 3 is replaced.
Therefore, a signal for switching the generated voltage is required. In addition, since the effects are the same in any of the configurations, an optimal configuration may be adopted in consideration of the versatility, cost, maintenance, and the like of the system.

(Embodiment 2) FIG. 9 shows another embodiment of the present invention. Even when the vehicle is idling, the power generation margin of the generator varies depending on the vehicle state, and as a result, the battery charging rate also varies. The countermeasure against the occurrence of is caused by changing the determination state of the idle. The configuration is the same as that of the first embodiment (FIG. 3). FIG. 10 is an example of this, and the generator power margin is different depending on the state where the brake is depressed in the N range, the D range, and the D range of the vehicle. Is an example in which a variation of 60 to 90% occurs.

The operation of the control device is prevented with reference to the flowchart of FIG. After the initial setting in step 201,
In step 202, the idling state is determined. This means that the accelerator is fully closed, the transmission range is D (or 1st, 2st, R), and the vehicle speed is, for example, 2 Km /
h. Step 203
Then, it is determined whether or not the brake is depressed. If the brake is depressed, the duty is determined in step 204 to the determination value F.
If the condition is satisfied as compared with A (for example, 100%), the routine proceeds to step 206, where the power generation voltage is reduced and the fuel efficiency improvement control is performed. If the brake is not depressed in step 203, the routine proceeds to step 205, where the duty is compared with a judgment value FB (for example, 90%).
Proceed to.

The following operation is the same as that of the second embodiment and will not be described. In the present embodiment, the determination of the idle is performed only in the D range, and the Du is determined based on whether or not the brake is depressed.
Since the ty determination value is switched, it is possible to suppress variations in the battery charging rate when the generated voltage is reduced (step 206). Further, in the flowchart of FIG. 9, step 205 may be omitted to simplify the configuration (omission of the power generation rate determination value changing unit 35 in FIG. 3). That is, when it is determined in step 203 that the brake is not depressed, the process returns to step 202, and Duty is compared with FA again (step 20).
4) Wait until the condition is satisfied. As a result, the variation in FIG. 10 is only represented by □ (D range and brake ON), and the variation in the battery charging rate can be suppressed low (80 to 90 in the example of FIG. 10).
%).

During normal running, the brake is depressed in the D range during idling.
No particular problem arises even if the determination opportunity in step D is set to D range, brake ON, vehicle speed ≦ 2 Km / h, and accelerator fully closed as in the present invention.

[Brief description of the drawings]

FIG. 1 is a circuit diagram showing a basic configuration of a control device for a vehicle generator to which the present invention is applied.

FIG. 2 is a program flowchart of an arithmetic unit in the configuration of FIG. 1;

FIG. 3 is a circuit diagram of a control device according to the embodiment of the present invention.

FIG. 4 is a program flowchart of an arithmetic unit of the target value changing circuit.

FIG. 5 is a diagram showing a relationship between a charging rate and a charging current of a battery and a difference in a power generation margin between vehicles.

FIG. 6 is a diagram showing a difference in power generation margin due to a difference in mission range.

FIG. 7 is a diagram showing the relationship among the number of revolutions of the generator, the power generation rate, and the output current.

FIG. 8 is a waveform chart showing an example of an input signal in a traveling state.

FIG. 9 is a program flowchart of an arithmetic unit of the target value changing circuit.

FIG. 10 is a diagram illustrating a relationship between a charging rate and a charging current of a battery.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Generator 3 Generated voltage control circuit 32 Generated voltage control means 33 Generated voltage setting means 37 Signal discriminating means 9 Engine control device 91 Running state signal generating means (vehicle state signal generating means)

Claims (13)

[Claims] 1. A control device for a generator (1) having a stator winding and a field winding, being rotated by an engine of a vehicle to supply electric power to an electric load, and charging a battery, A generator voltage control means (31, 32) which is built in the machine and controls the current of the field winding so as to maintain the generated voltage of the generator at a target value; Vehicle state signal generating means (91) for outputting a pulse signal in accordance with the state of the vehicle; and the power generation voltage control means incorporated in the generator and according to the pulse signal input from the vehicle state signal generating means. A generation voltage setting means (33,
34, 35, 37, 38). A control device for a vehicle generator. 2. The vehicle state signal generating means is configured to change the pulse signal within a predetermined range that does not include full-off and full-on corresponding to open and short of the signal line of the pulse signal. 2. The control device according to claim 1, wherein the control unit allows the power generation voltage control unit to perform autonomous control using a reference value as a target value when the pulse signal is full off and full on. 3. The vehicle state signal generating means is configured to set the predetermined range from a value larger than full-off by a predetermined value to a value smaller than full-on by a predetermined value, and change the pulse signal within the predetermined range. The control device for a vehicle generator according to claim 2, wherein 4. The power generation voltage setting means, according to the pulse signal within the predetermined range, sets the target value of the power generation voltage control means to an upper limit value exceeding the reference value and a lower limit value lower than the reference value. 4. The control device for a vehicle generator according to claim 2, wherein the control value is changed to a value. 5. The power generation voltage setting means sets the target value of the power generation voltage control means to an upper limit value exceeding 14.5 (V) and a maximum value exceeding 14.5 (V) in response to the pulse signal within the predetermined range.
The control device for a vehicle generator according to claim 2 or 3, wherein the control value is changed to a lower limit value lower than 4.5 (V). 6. A means incorporated in the generator for setting a different judgment value different from the target value in the generated voltage control means according to the pulse signal input from the running state signal generating means. The control device for a vehicle generator according to any one of claims 1 to 5, further comprising (35). 7. The power generation voltage setting means includes means for detecting a power generation rate of the generator, a power generation rate (Duty) detected by the detection means, and a power generation rate set in accordance with the pulse signal. The control device for a vehicle generator according to any one of claims 1 to 5, further comprising means for changing the target value of the generated voltage control means based on the comparison with F). 8. The vehicle state signal generating means outputs the pulse signal as a signal indicating the power generation rate from a value greater than a predetermined value than full-off to a value smaller than full-on by a predetermined value. 8. The control device for a vehicle generator according to claim 7, wherein said pulse signal is output as a signal for said power generation voltage control means to autonomously control a reference value as said target value. 9. The control device according to claim 3, wherein the vehicle state signal generating means sets the both end ranges obtained by dividing a range from full off to full on at equal intervals as the predetermined range. 10. The power generation voltage setting means sets the target value in accordance with the pulse signal.
Means for setting the target value based on the pulse signal and a power generation state detected from the generator (34, 3
7, 38). A control device for a vehicle generator. 11. A control device for a generator (1) having a stator winding and a field winding, being rotated by an engine of a vehicle to supply electric power to an electric load, and charging a battery, Voltage generator means (31, 32) built in the generator for controlling the current of the field winding so as to maintain the generated voltage of the generator at a target value; and Setting means for setting the target value of the power generation voltage control means in response to a pulse signal input from outside of the apparatus, and first setting means (33) for directly setting the target value in response to the pulse signal
And a second setting means (38, 33) for setting the target value according to the pulse signal and the power generation state of the generator. 12. The power generation state is a power generation rate (Duty).
The control device for a vehicle generator according to claim 11, wherein: 13. The first setting means is configured to set the target value when the pulse signal is at full off and full on, and the second setting means is configured to set the target value between the full off and full on states. 13. The control device for a vehicle generator according to claim 11, wherein the target value is set when the target value is within a predetermined range.