JP2005051920A - Voltage controller of generator for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a voltage controller of a generator for vehicle in which fuel consumption can be enhanced through voltage switching control using a navigation system, and deterioration of a battery and the starting performance of an engine incident to lowering of residual capacity of the battery when a vehicle is left as it is for a long time after stopping engine can be prevented. <P>SOLUTION: The control unit calculates the traveling distance Do from a current position to a goal based on the information of a traveling course set by a navigation unit, sets a capacity higher than a first capacity C1 as a target residual capacity Co of a battery at the time of arriving at the goal, calculates a traveling distance Da required for charging from the first capacity C1 up to the target residual capacity Co, performs switching control when the traveling distance Do is longer than the traveling distance Da, forbids switching control after both distances are equalized and controls the output voltage V of the generator to a first voltage V1 until the goal is reached. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a voltage control device for a vehicular generator that supplies electric power to a vehicular electrical load and charges a battery, and belongs to the field of technology for controlling an output voltage of a generator in accordance with a driving state of the vehicle.

  A vehicle such as an automobile is provided with a battery for supplying electric power to an electric load such as an air conditioner or a headlamp, and a generator for supplying electric power to the electric load and charging the battery. As a charging method, a method of always charging at a constant voltage has been generally used. However, according to such a charging method, the engine output is always spent not only for driving the vehicle but also for driving the generator, so that the vehicle is accelerated. Since the performance is impaired, it is necessary to increase the engine output to obtain the desired acceleration performance, and the fuel consumption of the engine is reduced.

  To deal with this, for example, in Patent Document 1, when non-decelerating such as during acceleration, the output voltage of the generator is reduced to near the battery voltage to supply power from the battery to the electric load (discharge the battery), An apparatus is disclosed in which the output voltage of the generator is made higher than the battery voltage during deceleration to supply power to the electric load and the battery from the generator (charge the battery). According to this, when the engine is not decelerated such as during acceleration, the engine output consumed for driving the generator can be reduced to improve acceleration performance, and the battery can be charged using regenerative energy during deceleration. As a result, the fuel efficiency of the engine is improved.

  By the way, according to the charging method as in Patent Document 1, when the non-decelerated state continues for a long time, the remaining capacity of the battery may decrease with the passage of time and the battery may run out. Therefore, in order to prevent this, when the remaining capacity of the battery drops to a predetermined capacity, the voltage switching control based on whether or not the vehicle is in the deceleration state is temporarily stopped, and the remaining capacity is maintained above the predetermined capacity. In this case, a method of controlling the output voltage of the generator may be employed, and according to this, even when the non-decelerated state continues for a long time, the remaining capacity of the battery is maintained to be equal to or higher than the predetermined capacity. .

  By the way, the predetermined capacity is set in consideration of, for example, the next startability of the engine, but according to the control method, the remaining capacity of the battery is reduced to the vicinity of the predetermined capacity when the engine is stopped. In such a case, if the engine is not operated for a long period of time after this stoppage, that is, if the battery is left without being charged, the remaining capacity is less than the above predetermined capacity due to spontaneous discharge of the battery. There is a risk that the startability at the next engine start will deteriorate, and there is a risk that the battery will be overdischarged and the battery will deteriorate.

  On the other hand, in recent years, navigation systems that detect the current location by GPS (Global Positioning System) and automatically set a travel route to the destination based on map information have been widely used. Patent Document 2 discloses a hybrid vehicle that controls the remaining amount of a driving motor driving battery based on map information and the like of this navigation system. In other words, the battery remaining target value on the travel route between the departure point and the destination is scheduled in advance based on the road map information and the like, and the motor and the motor so that the actually detected battery remaining amount approaches the target value. By adjusting the output of the engine, the battery is efficiently charged to prevent overcharging of the battery and excessive reduction of the remaining battery level.

JP-A-5-137275

JP-A-8-126116

  However, the technique described in Patent Document 2 is control mainly focused on how to efficiently charge the battery that drives the driving motor of the hybrid vehicle. Therefore, the present invention cannot be applied as it is to a battery of a non-hybrid vehicle that controls the output voltage of the generator depending on whether or not it is in a deceleration state. That is, it cannot be applied to the improvement of the problem such as the startability at the time of starting the engine in the non-hybrid vehicle.

  Therefore, the present invention achieves improvement in fuel consumption by voltage switching control using a navigation system, and deterioration of engine startability and battery deterioration due to a decrease in remaining battery capacity due to leaving the vehicle for a long time after the engine is stopped. It is an object of the present invention to provide a voltage control device for a vehicular generator that can prevent the above-described problem.

  In order to solve the above-mentioned problems, the present invention is configured as follows.

  First, the invention according to claim 1 of the present application (hereinafter referred to as the first invention) includes a battery that supplies electric power to an electric load for a vehicle, and a generator that is driven by an engine and supplies electric power to the electric load and the battery. Driving state detection means for detecting the driving state of the vehicle, battery remaining capacity detection means for detecting the remaining capacity of the battery, while maintaining the battery remaining capacity detected by the detection means at a predetermined capacity or higher, The output voltage for battery charging control by the generator is a high voltage that promotes charging of the battery according to the operating state detected by the operating state detecting means, and a low voltage that suppresses the charging of the battery and makes it discharge. Voltage control means for switching control to voltage, and navigation means for detecting the current location and setting the travel route to the destination based on the map information A voltage control device for a dual-purpose generator, the first travel amount calculating means for calculating the travel distance or travel time from the current location to the destination based on the travel route information set by the navigation means, and the destination Target remaining capacity setting means for setting a capacity larger than the predetermined capacity as a target remaining capacity of the battery at the time of arrival, and a charge amount per unit travel distance or unit travel time when the battery is charged at the high voltage Charge amount storage means for driving and a travel distance or travel required to charge the battery from the predetermined capacity to the target remaining capacity set by the target remaining capacity setting means with the charge amount stored in the charge amount storage means A second travel amount calculating means for calculating time, and the voltage control means is a travel distance calculated by the first travel amount calculating means or When the row time is longer than the travel distance or travel time calculated by the second travel amount calculating means, the switching control is executed. When the travel time becomes equal, the switching control is prohibited and the generator output is output to the destination. The voltage is controlled to the high voltage.

  In the invention according to claim 2 of the present application (hereinafter referred to as the second invention), in the first invention, the voltage control means is configured to change the output voltage of the generator between a high voltage and a low voltage during battery switching. When the remaining capacity of the battery detected by the remaining capacity detecting means has decreased to a predetermined capacity, the high voltage is controlled until the second predetermined capacity larger than the predetermined capacity is reached, and then the switching control is restored. Features.

  The invention according to claim 3 of the present application (hereinafter referred to as the third invention) is the operation amount detection means for detecting the operation amount of the electric load for the vehicle and the charge amount storage means in the first invention or the second invention. Charge amount correcting means for correcting the stored charge amount to a smaller value as the operating amount of the electric load detected by the operating amount detecting means is larger.

  Furthermore, the invention according to claim 4 of the present application (hereinafter referred to as the fourth invention), in any one of the first invention to the third invention, the leaving period input means for inputting the vehicle leaving period at the destination, And a target remaining capacity correcting means for correcting the target remaining capacity set by the target remaining capacity setting means to a larger value as the vehicle leaving period input by the leaving period input means becomes longer. .

  Next, the effect of the present invention will be described.

  First, according to the first aspect of the invention, while maintaining the battery remaining capacity at a predetermined capacity or higher, the output voltage of the generator is suppressed to a high voltage that promotes charging of the battery and the charging of the battery according to the driving state of the vehicle. In the case of switching control to the low voltage to be discharged, the engine startability can be maintained well while maintaining the fuel efficiency improvement effect by the switching control. That is, the travel distance or travel time from the current location to the destination calculated based on the travel route information set by the navigation means is charged at a high voltage from the predetermined capacity to the target remaining capacity of the battery when the destination arrives. After the travel distance or travel time required to do this is reached, the switching control is prohibited and the output voltage of the generator is controlled to the high voltage up to the destination. As a result, even if the vehicle is left for a long time, it is possible to prevent the remaining capacity of the battery from being reduced to the point that the next engine start is hindered. It is possible to prevent battery deterioration due to overdischarge.

  According to the second aspect of the present invention, when the remaining battery capacity detected by the remaining battery capacity detecting means is reduced to a predetermined capacity during the switching control of the generator output voltage between the high voltage and the low voltage, Since the high voltage is controlled until the second predetermined capacity larger than the predetermined capacity is reached and then the switching control is resumed, the remaining capacity of the battery is maintained in a good state without greatly decreasing.

  According to the third aspect of the invention, the charge amount per unit travel distance or unit travel time stored in the charge amount storage means is corrected to a smaller value as the operating amount of the vehicle electrical load is larger. Even when the operating state of the electric load is different, the battery can be reliably charged to the target remaining capacity when the destination arrives.

  Further, according to the fourth aspect of the invention, the target remaining capacity set by the target remaining capacity setting means is set to a larger value as the vehicle leaving period is longer. A certain remaining battery capacity is ensured. That is, even when the vehicle leaving period is long, the engine startability can be reliably ensured at a certain level.

  Hereinafter, the voltage control apparatus 1 of the generator for vehicles which concerns on the best form for implementing this invention is demonstrated.

  As shown in FIG. 1, the vehicle according to the best mode for carrying out the present invention includes a battery 3 for supplying electric power to a vehicle electric load 2 such as an air conditioner, a headlamp, and a defogger, and an engine driven by the engine. The vehicle electrical load 2 and a generator 4 for supplying power to the battery 3 are provided. The battery 3 is a lead storage battery generally used for automobiles, and the generator 4 is composed of an alternator, a regulator for adjusting output voltage, and the like.

  In addition, the vehicle is provided with a control unit 10 that controls the output voltage V of the generator 4. The control unit 10 includes a current sensor 11 that detects a charge / discharge current of the battery 3, and a vehicle speed S. A vehicle speed sensor 12 for detecting the acceleration, an accelerator opening sensor 13 for detecting the accelerator opening, and an electric load operating state detector 14 for detecting the operating state of the electric load 2 are connected.

  In addition, the vehicle is provided with a navigation device 15, which includes a GPS unit that detects the current position of the vehicle, a map information storage unit that stores map information such as roads, and a destination. Etc., and a travel route from the current location to the destination is set based on the information. The navigation device 15 is connected to the control unit 10 and outputs signals related to current location information, destination information, travel route information, and the like to the control unit 10.

  The control unit 10 receives signals from the sensors 11 to 14 and the navigation device 15 and controls the output voltage V of the generator 4 based on these signals, thereby charging the battery 3. The discharging, that is, the remaining capacity C of the battery 3 is controlled. That is, when the remaining battery capacity C is greater than or equal to the first capacity C1 (for example, 60% of the battery rated capacity), the first voltage V1 that promotes charging of the battery 3 according to whether or not the vehicle is in a decelerating state, When the battery remaining capacity C becomes smaller than the first capacity C1, the switching is controlled to the second voltage V2 which is lower than the first voltage V1 and suppresses the charging of the battery 3 to bring it into a discharged state. After controlling to the first voltage V1 until the second capacity C2 larger than C1 (for example, 80% of the battery rated capacity) is reached, the switching control is executed.

  By the way, the first capacity C1 is set in consideration of engine startability and the like, but according to the switching control, the remaining capacity C of the battery 3 is reduced to the vicinity of the first capacity C1 when the engine is stopped. In this case, if the engine is not operated for a long period of time after that, that is, the battery 3 is left without being charged, the remaining capacity C is reduced by the first discharge due to the spontaneous discharge of the battery 3. The capacity may be lower than the capacity C1, and the startability at the next engine start may be deteriorated. Further, the battery 3 may be in an overdischarged state, and the battery 3 may be deteriorated.

  Therefore, the control unit 10 according to the present embodiment calculates the travel distance Do from the current location to the destination based on the travel route information set by the navigation device 15, and the target remaining of the battery 3 when the destination arrives. A capacity larger than the first capacity C1 is set as the capacity Co, a travel distance Da required to charge the battery 3 from the first capacity C1 to the target remaining capacity Co with the first voltage V1 is calculated, and the travel distance Do Is greater than the travel distance Da, the switching control is executed. When the distance becomes equal, the switching control is prohibited and the output voltage V of the generator 4 is controlled to the first voltage V1 up to the destination. Details of this control will be described below with reference to the flowchart of FIG. Note that the control according to this flowchart is repeatedly executed at a predetermined cycle until the ignition key switch is turned off after being turned on.

  First, in step S1, signals from the various sensors and the navigation device 15 are input. Next, in step S2, it is determined whether or not the destination has been input to the input unit of the navigation device 15 by an occupant operation. If YES, that is, if the destination has been input, the navigation device is determined in step S3. A distance Do from the current location detected by the 15 GPS units to the destination is calculated. The input destination data is stored in the navigation device 15 until it is newly input again, arrives at the destination, the ignition switch is turned off, or it is reset. When a new destination is input, the input data of the new destination is stored in place of the already stored data, and control is performed based on the newly stored data. In the present embodiment, in order to prompt the passenger to input the destination and the leaving period, when a predetermined time has elapsed since the ignition switch was turned on (for example, several seconds later), Please enter ".

  Next, in step S 4, the target remaining capacity Co of the battery 3 at the time of arrival at the destination is read from the storage unit of the control unit 10. Here, the target remaining capacity Co is larger than the first capacity C1, and is the same value as the second capacity C2 in the present embodiment.

  Next, in step 5, it is determined whether or not the number of days left at the destination has been input to the input unit of the navigation device 15 by an occupant operation. Here, the input data of the number of days left for N is stored in the storage unit of the navigation device 15. When a new number of days N is input, the input data for the number of days N left is replaced with the previous data. Remembered.

  If the determination in step S5 is YES, that is, if the number of days left is input, in step S6, the target remaining capacity Co is corrected based on the number of days left for input. In other words, a value obtained by adding a predetermined correction amount Ca corresponding to the number of days to be left N to the target remaining capacity Co read in step S4 is set as a new target remaining capacity Co. In this case, as shown in FIG. 3, the correction amount Ca is increased as the number of days N is increased, and the value is, for example, 0.5% / day with respect to the rated capacity of the battery 3. . In other words, the amount of discharge due to the spontaneous discharge of the battery increases as the number of days N of days left increases. To compensate for this, the correction amount Ca increases as the number of days N of days left increases. Note that the inputted data of the number of days N is navigation, until the destination is re-entered, arrived at the destination, the ignition switch is turned off, or reset, like the destination data. It is stored in the device 15. Further, when a new number of days of neglected N is input, the input data of the new number of days of neglected N is stored in place of the already stored data, and control is performed based on the newly stored data.

  Then, after executing step S6, and if the determination in step S5 is NO and there is no input of the number of days to leave, step S6 is not executed, that is, the target remaining capacity Co is not corrected. Step S7 is executed.

  In step S7, from the map shown in FIG. 4, the battery charge capacity per unit distance based on the average value Ia of the current consumption of the electric load 2 during the voltage switching control in the past predetermined time (for example, the past one hour), that is, The battery charging speed Cs is read. Here, as shown in FIG. 4, the charging rate Cs is decreased as the average value Ia is increased. The average value Ia is calculated as follows. That is, the control unit 10 stores the current consumption value of the main electric load 2 such as an air conditioner, a headlamp, and a defogger, and the control unit 10 detects the electric load 2 based on the signal from the electric load detector 14. It is detected whether or not it is in operation, and the current consumption value of the electric load detected as being in operation is added. Further, this added value is stored for a predetermined period of time for each control period, and for the past predetermined period of time. An average value Ia of current consumption of the electric load 2 is calculated. According to this, the operation amount such as the operation state and the operation frequency of the electric load is reflected in the charging speed Cs. Instead of the average value Ia, a current value obtained by correcting the current consumption value of the electrical load 2 currently detected by a predetermined amount or a predetermined rate may be used.

  Next, in step S8, a travel distance Da required for charging from the first capacity C1 to the target remaining capacity Co at the charging speed Cs is calculated. That is, the travel distance Da from the point where the voltage switching control is prohibited to the destination is calculated. Here, the travel distance Da is calculated by dividing a value obtained by subtracting the first capacity C1 from the target remaining capacity Co by the charging speed Cs.

  Next, in step S9, it is determined whether or not the travel distance Do from the current location to the destination is greater than the travel distance Da necessary for the charging. When the determination is YES, that is, when the travel distance Do from the current location to the destination is greater than the travel distance Da, it is further determined in step S10 whether or not the post-startup charging mode has ended. At the time, that is, when the post-startup charging mode is not finished, the post-startup charging mode is executed in step S11. Here, the post-startup charging mode is for determining the capacity of the battery 3 for the purpose of improving the detection accuracy of the remaining capacity C of the battery 3. That is, when the engine is started, the remaining capacity C of the battery 3 is greatly reduced to, for example, the first capacity C1 or less with the operation of the starter motor. C cannot be accurately detected, and there is a possibility that the remaining battery capacity C will further decrease while the vehicle is running and the battery will run out. Therefore, the battery 3 will remain until the remaining capacity C of the battery 3 increases to a predetermined capacity. Is charged with the first voltage V1. In that case, when the battery 3 is generally charged, as shown in FIG. 5, the charge current A decreases as the battery remaining capacity C increases. In the present embodiment, it is determined that the remaining capacity C has reached a predetermined capacity (for example, 80% of the rated capacity) when the charging current A reaches a predetermined value α.

  On the other hand, when the determination in step S10 is YES, that is, when the post-start-up charging mode ends, the current remaining capacity C of the battery 3 is then detected in step S12. Here, the remaining capacity C of the battery 3 is calculated by adding the integrated value of the subsequent charging current and subtracting the integrated value of the discharging current to the capacity determined in the post-startup charging mode. The

  Next, in step S13, it is determined whether or not a flag F, which will be described later, is 1. If NO, that is, if the flag F is not 1, various determinations relating to voltage switching control are subsequently performed in steps S14 to S16. That is, in step S14, it is determined whether or not the current remaining capacity C of the battery 3 is equal to or greater than the second capacity C2, and in step S15, whether or not the current remaining capacity C of the battery 3 is equal to or less than the first capacity C1. In step S16, it is determined whether or not the vehicle is decelerating, and the output voltage V of the generator 4 is controlled to the first voltage V1 or the second voltage V2 according to these determination results. The control unit 10 confirms that the vehicle speed detected by the vehicle speed sensor 12 is equal to or higher than a predetermined vehicle speed, that the accelerator pedal depression sensor 13 does not detect the depression of the accelerator pedal, and that the fuel cut is being executed. As a condition, it is determined that the vehicle is in a deceleration state.

  When the determination in step S14 is NO and the determination in step S15 is NO, that is, when the remaining capacity C of the battery 3 is greater than the first capacity C1 and less than or equal to the second capacity C2 (C1 <C ≦ C2), step The output voltage V of the generator 4 is controlled according to the determination result of S16, that is, according to whether or not the vehicle is decelerating. That is, when the determination in step S16 is YES, that is, when the vehicle is in a decelerating state, the output voltage V of the generator 4 is controlled to the first voltage V1 in step S17, and when the determination in step S16 is NO, When the vehicle is not decelerated, the output voltage V of the generator 4 is controlled to the second voltage V2 in step S18.

  When the determination in step S14 is YES, that is, when the remaining capacity C of the battery 3 is greater than or equal to the second capacity C2 (C ≧ C2), the output voltage V of the generator 4 is set to the second voltage V2 in step S18. To control.

  When the determination at step S14 is NO and the determination at step S15 is YES, that is, when the remaining capacity C of the battery 3 is equal to or less than the first capacity C1 (C ≦ C1), the flag F is set to 1 at step S19. In step S17, the output voltage V of the generator 4 is controlled to the first voltage V1.

  On the other hand, when the determination in step S13 is YES, that is, when the flag F is 1, it is further determined in step S20 whether the remaining capacity C of the battery 3 is equal to or greater than the second capacity C2, and the determination is NO. In other words, that is, when the remaining capacity C of the battery 3 is not greater than or equal to the second capacity C2, in step S17, the output voltage V of the generator 4 is controlled to the first voltage V1, and when YES, that is, the remaining capacity of the battery 3 When C is greater than or equal to the second capacity C2, the flag F is set to 0 in step S21, and then the output voltage V of the generator 4 is controlled to the second voltage V2 in step S18.

  That is, once it is determined as YES (C ≦ C1) in step S15, the output voltage V of the generator 4 is controlled to the first voltage V1 until it is determined as YES (C ≧ C2) in step S20. It becomes.

  On the other hand, when the determination in step S9 is NO, that is, when the travel distance Do from the current location to the destination is not greater than the travel distance Da, the determination regarding voltage switching control such as steps S13 to S16 is not executed. That is, the execution of the voltage switching control is prohibited, and the output voltage V of the generator 4 is controlled to the first voltage V1 in step S17. Here, when the travel distance Do from the current location to the destination is not larger than the travel distance Da required to charge the battery 3 from the first capacity C1 to the target remaining capacity Co, the travel distance Do is originally from the start location as the current location. When the travel distance Do to the destination is not greater than the travel distance Da, and when the travel distance Do from the current location to the destination gradually decreases as the vehicle travels, and no longer exceeds the travel distance Da. Includes two patterns.

  Next, the effect | action of this control is demonstrated using the time chart of FIG.

  First, when the ignition switch is turned on at time t1, the post-startup charging mode is executed. In this example, since the remaining capacity C of the battery 3 when the ignition switch is ON is equal to or less than the second capacity C2, the output voltage V of the generator 4 remains at the first voltage V1 until the remaining capacity C reaches the second capacity C2. Set to Note that during execution of the charging mode after start-up, the output voltage V of the generator 4 is not controlled to the first voltage V1 even if the driving state of the vehicle is not decelerated as described above.

  Also, assuming that there is an input of the destination and the number of days left at the destination through the input unit of the navigation device 15 immediately after the ignition switch is turned on, Based on the data, the travel distance Do from the current location to the destination and the target remaining capacity Co of the battery 3 upon arrival at the destination are calculated. Further, the charging speed Cs is read based on the average value Ia of the current consumption of the electric load, and the battery 3 is moved from the first capacity C1 to the target based on the charging speed Cs, the first capacity C1, and the target remaining capacity Co. A travel distance Da required to charge the remaining capacity Co is calculated.

  Then, when the remaining capacity C of the battery 3 reaches the second capacity C2 by the execution of the post-startup charge mode, that is, when the post-startup charge mode ends (time t2), the voltage switching control is then executed. That is, the output voltage V of the generator 4 is controlled to the first voltage V1 when in the decelerating state, and is controlled to the second voltage V2 when in the non-decelerating state.

  In this case, for example, if the occupation time in the non-deceleration state during execution of the voltage switching control becomes longer than the occupation time in the deceleration state, the remaining capacity C of the battery 3 decreases as shown in the figure. When this decrease continues and reaches the first capacity C1 (time t3), the remaining voltage C of the battery 3 is controlled to the first voltage V1 until it reaches the second capacity C2.

  Then, when the remaining capacity C of the battery 3 increases to the second capacity C2 by this control (time t4), the output voltage V of the generator 4 is thereafter decelerated similarly between time t2 and t3. Is controlled to the first voltage V1, and in the non-decelerated state, it is controlled to the second voltage V2.

During the voltage switching control, the travel distance Do from the current position to the destination is less than the travel distance Da required to charge the battery 3 from the first capacity C1 to the target remaining capacity Co due to travel of the vehicle. At this time (time t5), the switching control is prohibited, and the output voltage V of the generator 4 is controlled to the first voltage V1 up to the destination. As a result, the battery 3 is charged at the charging speed Cs, and when the destination arrives (time t6), the remaining capacity C of the battery 3 has a large capacity with a sufficient margin with respect to the first capacity C1. It will increase to. In the example of this time chart, at time t5 when the voltage switching control is prohibited, the remaining capacity C of the battery 3 is near the middle between the first capacity C1 and the second capacity C2 (about the rated capacity). 70%), but in this case, the battery is charged from the capacity at this time by the difference in capacity between the first capacity C1 and the target remaining capacity Co (20% of the rated capacity). When arriving, the battery is charged to a capacity (approximately 90%) larger than the second capacity C2. As described above, according to the present embodiment, the output voltage V of the generator 4 is set to the driving of the vehicle. Depending on the state, in the switching control between the first voltage V1 and the second voltage V2, the travel distance Do from the current location to the destination calculated based on the travel route information set by the navigation device 15 is: From the first capacity C1 to the destination The above switching control is executed until the target remaining capacity Co of the battery 3 at the time of arrival is equal to the travel distance Da required for charging with the first voltage V1, so that the fuel efficiency improvement effect by the switching control is achieved. Can do. After the equalization, the switching control is prohibited and the output voltage V of the generator 4 is controlled to the first voltage V1 up to the destination. Therefore, when the destination arrives, the battery 3 reaches the target remaining capacity Co. As a result, even if the vehicle is left for a long time, the remaining capacity of the battery 3 is prevented from decreasing so that the next engine start is hindered, and the engine startability is improved. It can be maintained, and battery deterioration due to overdischarge of the battery 3 can be prevented.

  Further, when the remaining capacity C of the battery 3 decreases to the first capacity C1 during the switching control of the output voltage V of the generator 4 between the first voltage V1 and the second voltage V2, it is larger than the first capacity C1. After the control to the first voltage V1 until the second capacity C2 is reached, the control returns to the switching control, so that the remaining capacity C of the battery 3 is maintained well even during the switching control.

  Since the charge amount Cs per unit travel distance is corrected to a smaller value as the average value Ia (operation amount) of the current consumption of the vehicle electric load 2 is larger, even when the operation state of the electric load 2 is different, The battery 3 can be reliably charged to the target remaining capacity Co upon arrival at the destination.

  Further, the target remaining capacity Co is corrected to a larger value as the number of days of vehicle leaving N is longer. Therefore, even if the number of days of leaving the vehicle N is increased, a certain remaining capacity C is secured when this leaving period ends. That is, even when the number of days for which the vehicle has been left is long, the engine startability can be reliably ensured at a certain level.

  In the above-described control, the point where the voltage switching control is prohibited is determined using the distance as a parameter. However, the time may be determined using the parameter, and a flowchart thereof is shown in FIG. The basic flow is the same as that in the flowchart shown in FIG. 2, and steps S3 ′, S7 ′, S8 ′, and 9 ′ that are different steps will be described below.

  That is, in step S3 ′, the required travel time To from the current location to the destination is calculated based on the current value information detected by the GPS of the navigation device 15 and the destination information input from the input unit. For example, the set travel route is classified into an expressway, a national road, a prefectural road, etc. based on the road map information. Next, the distances for each classified road type are tabulated. Next, the travel time for each road type is calculated based on the assumed travel speed set in advance for each road type such as the expressway, national road, and prefectural road. Next, the travel time calculated for each road type is added, and the value after the addition is set as the required travel time To from the current location to the destination.

  Note that the required travel time of a predetermined section in the travel route may be set based on traffic jam information such as a traffic jam distance, an average vehicle speed, and an average travel time distributed by broadcasting or wireless communication. In this case, the travel time from the current location to the destination may be calculated by adding the travel time calculated for each road type except for the predetermined section and the required time based on the traffic jam information. According to this, for example, when there is heavy traffic and the traveling time To to the destination becomes long, it is possible to determine a point where voltage switching is prohibited in accordance with the actual situation. In other words, when there is a traffic jam, it takes enough time to charge even if the mileage is short, so if voltage switching control is prohibited after approaching the destination more than judging only by mileage This improves the fuel efficiency improvement effect by voltage switching control. The traffic jam information may be set so that the received data can be set either automatically or manually.

  In step S7 ′, the charging capacity per unit time, that is, the charging speed Cs ′ is read. Here, as the charge capacity per unit time, a predetermined value is stored in advance as with the charge capacity per unit time, and the value is corrected and read by the current consumption of the electric load 2.

  Next, in step S8 ′, a required travel time Ta from the point where the voltage switching control is prohibited to the destination is calculated. The required travel time Ta is calculated by replacing the current location with the voltage switching control point by the same method as the calculation of the required travel time To in step S3 ′.

  Next, in S9 ′, it is determined whether or not the required travel time To calculated in step S3 ′ is less than or equal to the required travel time Ta calculated in step S8 ′. Depending on the determination result, the same as the flowchart of FIG. Take control.

  In the embodiment described above, the point where the voltage switching control is prohibited is determined using one of the distance and the time as a parameter.

  The present invention is widely applicable to vehicles equipped with a generator that supplies electric power to a vehicle electric load and charges a battery.

It is a lineblock diagram of electric power equipment for vehicles and control concerning the best form for carrying out the present invention. It is an example of the flowchart of voltage control. It is a characteristic view of the target remaining capacity correction of the battery with respect to the number of days left. It is a characteristic view of the charge rate with respect to the consumption current average value of an electric load. It is explanatory drawing of battery remaining capacity determination in charge mode after starting. It is an example of the time chart which shows the effect | action of this voltage control. It is another example of the flowchart of voltage control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Voltage control apparatus of vehicle generator 2 Electric load for vehicles 3 Battery 4 Generator 10 Control unit (Voltage control means, first travel amount calculation means, target remaining capacity setting means, charge amount storage means, second travel amount calculation Means, charge amount correction means, target remaining capacity correction means)
11 Current sensor 12 Vehicle speed sensor (Driving state detection means)
13 Accelerator opening sensor (operating state detection means)
14 Electric load operation detector (operation amount detection means)
15 Navigation device (navigation means, idle period input means)
V1 1st voltage (high voltage)
V2 Second voltage (low voltage)
C remaining capacity C1 first capacity (predetermined capacity)
C2 second capacity (second predetermined capacity)
Co target remaining capacity

Claims (4)

A battery for supplying electric power to the vehicle electric load, a generator driven by an engine for supplying electric power to the electric load and the battery, an operating state detecting means for detecting an operating state of the vehicle, and a remaining capacity of the battery The remaining battery capacity detecting means to detect, and the output voltage for battery charging control by the generator is detected by the operating state detecting means while maintaining the remaining battery capacity detected by the detecting means at a predetermined capacity or more. Voltage control means for switching to a high voltage that promotes charging of the battery and a low voltage that suppresses the charging of the battery and causes the battery to discharge, and detects the current location. A voltage control device for a vehicular generator provided with navigation means for setting a travel route to a destination based on map information, wherein the navigation means A first travel amount calculation means for calculating a travel distance or travel time from the current location to the destination based on information on the determined travel route; and a target remaining capacity of the battery when the destination arrives is larger than the predetermined capacity The target remaining capacity setting means for setting the capacity, the charge amount storage means for storing the charge amount per unit travel distance or unit travel time when the battery is charged at the high voltage, and the charge amount storage means are stored. And a second travel amount calculating means for calculating a travel distance or travel time required to charge the battery from the predetermined capacity to the target remaining capacity set by the target remaining capacity setting means at a charged amount, The voltage control means includes the travel distance or travel time calculated by the first travel distance calculation means and the travel distance or travel time calculated by the second travel distance calculation means. When the time is greater than the time, the switching control is executed, and when the time becomes equal, the switching control is prohibited and the output voltage of the generator is controlled to the high voltage up to the destination. Voltage control device. When the remaining capacity of the battery detected by the battery remaining capacity detecting means is reduced to a predetermined capacity during the switching control of the output voltage of the generator between the high voltage and the low voltage, the voltage control means is more than the predetermined capacity. 2. The voltage control device for a vehicular generator according to claim 1, wherein the switching control is resumed after the high voltage is controlled until a large second predetermined capacity is reached. The operation amount detection means for detecting the operation amount of the electric load for the vehicle and the charge amount stored in the charge amount storage means are corrected to a smaller value as the operation amount of the electric load detected by the operation amount detection means is larger. The voltage control device for a vehicular generator according to claim 1, further comprising: a charge amount correcting unit that performs charging. The abandonment period input means for inputting the vehicle abandonment period at the destination and the target remaining capacity set by the target remaining capacity setting means are corrected to a larger value as the vehicle abandonment period input by the abandonment period input means is longer. The voltage control device for a vehicular generator according to any one of claims 1 to 3, further comprising target remaining capacity correcting means for performing the operation.

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