JP2006074886A - Power generation control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prolong the life of an accumulator without using the accumulator as a power supply when an electrical loading amount in use is small. <P>SOLUTION: This power generation control device for a vehicle is provided with an alternator, a first power supply, a second power supply, an electrical load, and a switching means that can switch and disconnect the electrical load and the first and the second power supplies. The power generation control device for the vehicle is characterized in that: the first power supply is constituted of the accumulator; the second power supply is constituted of a capacitor; when the second power supply is in a charged state, when the operating state of the electrical load is not changed for a time longer than a prescribed time, and when a power generation current of the alternator is not smaller than a set value exceeding a current consumed by the electrical load, the alternator is disconnected from the first power supply by the switching means; and a control means that controls the alternator and the second power supply so as to connect them is arranged in the power generation control device for the vehicle. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicular power generation control device, and more particularly to a vehicular power generation control device that can extend the life of a storage battery because the storage battery is not used as a power source when the amount of electric load being used is low.

  Various electric components are mounted on the vehicle, and the internal combustion engine itself consumes electric power in various parts such as an ignition system and a fuel system. For this reason, the internal combustion engine is provided with an alternator that generates electric power using the rotational force of the crankshaft in order to charge a storage battery as a power source.

  A conventional alternator power generator is shown in FIG. In FIG. 3, 202 is a power generation device for a vehicle (not shown), 204 is an alternator that is driven by an internal combustion engine mounted on the vehicle to generate electric power, 206 is a storage battery that is a chargeable / dischargeable power source, and 208 is an alternator 204 and storage battery 206. An electric load supplied with energy from at least one.

  The alternator 204 includes a power generation unit 210, a rectifier 212, and a voltage regulator 214. The power generation unit 210 includes a stator coil 216 and a field coil 218, and generates a three-phase alternating current. The rectifier 212 includes a plurality of diodes 220 to which the stator coil 216 is connected, and rectifies the three-phase alternating current. The voltage regulator 214 includes a Zener diode 222, a comparator 224, and transistors 226 and 228, and controls the field current of the field coil 218.

  The alternator 204 connects the electrical load 208 to the output terminal 230 and connects the positive side of the storage battery 206, connects the positive side of the storage battery 206 to the input terminal 232 via the ignition switch 234, and further monitors the storage battery voltage. The positive side of the storage battery 206 is connected to the storage battery voltage monitoring terminal 236.

  The power generation device 202 monitors the storage battery voltage acting on the storage battery voltage monitoring terminal 236 by the comparator 224. When the storage battery voltage falls below the overcharge determination voltage REF acting on the power generation voltage setting terminal 238 of the comparator 224, the transistor 226 is turned on. The transistor 228 is turned on and the field current is supplied to the field coil 218 to generate power. By this power generation, the alternator 204 increases the output voltage of the output terminal 230 and supplies power to the storage battery 206 and the electric load 208.

  Conversely, when the storage battery 206 is charged and the storage battery voltage exceeds the overcharge determination voltage, the power generator 202 turns on the transistor 226 and turns off the transistor 228, and the field current does not flow to the field coil 218. Stop.

  In the alternator 204, when the overcharge determination voltage REF acting on the power generation voltage setting terminal 238 of the comparator 224 is high, the power generation amount increases, the load on the internal combustion engine (not shown) increases, and fuel consumption deteriorates. . On the other hand, when the overcharge determination voltage REF is low, the alternator 204 reduces the amount of power generation, reduces the load on the internal combustion engine, and improves fuel efficiency. However, when the overcharge determination voltage is low, the alternator 204 has a problem that the power discharged from the storage battery 206 increases and the life of the storage battery 206 is shortened.

As a conventional alternator control device, the amount of generated current of the alternator is obtained from the state of the exciting current flowing in the field coil of the alternator, and when it is determined that this generated current amount exceeds the reference generated current amount, the charging rate of the storage battery Some of them control the alternator so that the amount of generated current increases.
In the conventional power supply apparatus, a plurality of storage batteries, a charging means for charging the plurality of storage batteries, and a plurality of storage batteries are insulated from the charging means alternately or cyclically. In some cases, there is provided a switching means placed in a discharging state connected to the load in a state and a charging state connected to the charging means in an insulated state of the load so that power can be continuously supplied to the load. JP 1996-130833 A

  Furthermore, for the above problems, an alternator that has a field coil and is driven by an internal combustion engine to generate electric power, a chargeable / dischargeable first power supply and a second power supply in combination with a storage battery and a capacitor, An electrical load to which energy is supplied from at least one of an alternator, a first power source, and a second power source, and switching means for connecting / disconnecting the first power source and the second power source to / from the electrical load A vehicle power generation control device has been proposed.

As a conventional vehicle power generation control device, a storage battery and a capacitor are provided, the capacitor is charged when the internal combustion engine is not restarted from an idle stop, and the capacitor voltage is stored when restarting from an idle stop. In addition to the above voltage, there are those that supply the starter.
JP, 2003-148310, A In addition, as a conventional vehicle power generation control device, a storage battery and a capacitor are provided, the capacitor is charged when the vehicle decelerates, and the power during idling stop of the internal combustion engine is replaced by a capacitor instead of the storage battery. There is an alternative. JP 2002-238103 A

  However, the vehicle power generation control device disclosed in Patent Documents 3 and 4 supplements the power at the time of restart from the idle stop and the power at the time of idle stop with a capacitor instead of the storage battery. There is a problem that the capacitor is not used effectively. Further, in the vehicle power generation control device using the capacitor as described above, there is a problem that when the electric load changes suddenly, the device power supply is lowered due to a shortage of the capacity of the capacitor or a delay in the reaction time of the alternator.

  The present invention includes an alternator that has a field coil and is driven by an internal combustion engine to generate electric power, a chargeable / dischargeable first power source and a second power source, and the alternator, the first power source, and the second power source. In the vehicle power generation control device, comprising: an electric load to which energy is supplied from at least one; and a switching unit capable of connecting / disconnecting the first power source and the second power source to / from the electric load. The power source is a storage battery, the second power source is composed of a capacitor, the second power source is in a charged state, the operating state of the electric load remains unchanged for a set time, and the generated current of the alternator Is greater than a set value greater than the consumption current consumed by the electrical load, the switching means disconnects the alternator and the first power source, and the alternator and the first power source are disconnected. Characterized in that a control means for controlling to connect the power supply.

  In the vehicle power generation control device of the present invention, the first power source is constituted by a storage battery, the second power source is constituted by a capacitor, the second power source is charged by the control means, and the operating state of the electric load is set. When the alternator and the first power source are separated by the switching means, the alternator and the first power source are separated by the switching means when the generated current of the alternator is not less than the set value and larger than the consumption current consumed by the electric load. By controlling so as to connect the two power sources, when the amount of electrical load used by the electrical load is low, the storage battery is not used as a power source, so the life of the storage battery can be extended.

In the vehicle power generation control device of the present invention, the second power source is in a charged state, the operation state of the electric load remains unchanged for a set time, and the power generation current of the alternator is consumed by the electric load. When the value is larger than the set value than the current, the alternator and the first power source are disconnected, and the alternator and the second power source are controlled so that the electric load used by the electric load is reduced. In the case of a low load, since the storage battery is not used as a power source, the life of the storage battery can be extended.
Embodiments of the present invention will be described below with reference to the drawings.

  1 to 2 show an embodiment. In FIG. 2, 2 is a vehicle power generation control device for a vehicle (not shown). The vehicle power generation control device 2 includes an alternator 4 that generates power by being driven by an internal combustion engine mounted on a vehicle, a storage battery 6 that is a first power source that can be charged and discharged, and a capacitor that is a second power source that can be charged and discharged. 8, and an electric load 10 to which energy is supplied from at least one of the alternator 4, the storage battery 6, and the capacitor 8.

  The alternator 4 includes a power generation unit 12, a rectifier 14, and a voltage regulator 16. The power generation unit 12 includes a stator coil 18 and a field coil 20, and causes the stator coil 18 to generate three-phase alternating current using a field current supplied to the field coil 20. The rectifier 14 includes a plurality of diodes 22 to which the stator coil 18 is connected, and rectifies the three-phase alternating current. The voltage regulator 16 includes a Zener diode 24, a comparator 26, and transistors 28 and 30, and controls the field current supplied to the field coil 20.

  The voltage regulator 16 has an output terminal 32, an input terminal 34, a generated voltage monitoring terminal 36, and a generated voltage setting terminal 38. The Zener diode 24 has a positive side connected to the input terminal 34 via a resistor 40 and a negative side grounded. The comparator 26 has a power generation voltage monitoring terminal 36 connected to the input side via a resistor 42, a power generation voltage setting terminal 38 connected thereto, and an output side connected to the base side of the transistor 28. The transistor 28 has the collector side connected to the input terminal 34 via the resistor 44 and is connected to the base side of the transistor 30, and the emitter side is grounded. The transistor 30 has a collector side connected to the output terminal 32 via a diode 46, and an emitter side grounded.

  The output terminal 32 of the voltage regulator 16 is connected to one end side of the field coil 20 and the plus side of the diode 22 of the rectifier 14. The other end side of the field coil 20 is connected to the collector side of the transistor 30. The negative side of the diode 22 of the rectifier 14 is grounded.

  Each of the storage battery 6 and the capacitor 8 has a positive side connected to the output terminal 32 of the voltage regulator 16 and a positive side connected to the generated voltage monitoring terminal 36. The electrical load 10 is connected to the output terminal 32 of the voltage regulator 16. The positive side of the storage battery 6 and the capacitor 8 is connected to the electric load 10 via diodes 48 and 50, respectively.

  The storage battery 6 and the capacitor 8 are connected between the positive side and the output terminal 32 of the voltage regulator 16 so that they can be connected and disconnected by the switching means 52 and 54, respectively, and between the positive side and the generated voltage monitoring terminal 36. Are connected to and disconnected from each other by switching means 56 and 58, respectively, and the diodes 48 and 50 on the electrical load 10 side are connected to and disconnected from each plus side by switching means 60 and 62, respectively.

  The storage battery 6 has a starter motor 64 connected to the plus side and a plus side connected to the input terminal 34 of the voltage regulator 16 via the ignition switch 66. The storage battery 6 and the capacitor 8 are grounded on the minus side.

  In the vehicle power generation control device 2, the switching means 52 to 62 are connected to the control means 68. The control means 68 includes a current sensor 70 for detecting the current consumption of the electric load 10, a crank angle sensor 72 for detecting the engine speed of the internal combustion engine, a headlamp lighting when the electric load 10 is applied, and a radiator fan motor. An electrical load switch 74 that is turned on at the time of driving or the like and an FR signal from a connection point 76 between the field coil 20 and the collector side of the transistor 30 are connected.

  The control means 68 inputs a signal from the current sensor 70 to the connection point 76, the capacitor 8 as the second power source is in a charged state, and there is no change over the time X when the operating state of the electric load 10 is set. Furthermore, when the generated current of the alternator 4 is larger than the consumption current consumed by the electric load 10 by a value equal to or greater than the set value Y, the alternator 4 and the storage battery 6 as the first power source are disconnected by the switching means 52 and 56. The alternator 4 and the capacitor 8 as the second power source are controlled by the switching means 54 and 58.

  When the capacitor 8 as the second power source is charged and the operation state of the electric load 10 is changed within the set time X, the control unit 68 uses the switching units 52 to 58 to change the alternator. 4 and the storage battery 6 as the first power source and the capacitor 8 as the second power source are controlled to be connected.

  Next, the operation will be described.

  As shown in FIG. 1, when the internal combustion engine is started and the control program starts (102) and the capacitor 8 as the second power source is charged, the vehicle power generation control device 2 It is determined whether 74 is OFF or the ON time of the electrical load switch 74 is longer than the set time X (104).

  If this determination (104) is YES, it is determined whether or not the generated current of the alternator 4 is larger than the current consumption of the electric load 10 by a set value Y or more (106). The generated current is obtained from a map of the FR signal from the connection point 76 between the field coil 20 and the collector side of the transistor 30 and the engine speed obtained from the detection signal of the crank angle sensor 72. The consumption current is obtained by the current sensor 70.

  If this determination (106) is YES, the alternator 4 and the storage battery 6 are disconnected, and power is supplied from the alternator 4 and the capacitor 8 to the electric load 10 (108) to determine whether or not the internal combustion engine has been stopped. (110).

  If this determination (110) is YES, the program is ended (112). If this determination (110) is NO, the process returns to determination (104).

  On the other hand, when the determination (104) is NO, and when the determination (106) is NO, the alternator 4 and the storage battery 6 are connected, and the alternator 4, the storage battery 6 and the capacitor 8 are connected to the electric load 10. Electric power is supplied (114), and the program is ended (112) by the determination (110), or the processing returns to the determination (104).

  In this way, the vehicle power generation control device 2 is in a state where the capacitor 8 is charged, the operation state of the electric load 10 has not changed for more than the set time X, and the generated current of the alternator 4 is caused by the electric load 10. When the current consumption is greater than the set value Y, the alternator 4 and the storage battery 6 as the first power source are disconnected by the switching means 52 and 56, and the alternator 4 and the first power source are separated by the switching means 54 and 58. Control is performed so as to connect the capacitor 8 as the second power source.

  Thereby, since the vehicle power generation control device 2 does not use the storage battery 6 as a power source when the amount of electric load used by the electric load 10 is low, the life of the storage battery 6 can be extended.

Further, the vehicle power generation control device 2 is in a state where the capacitor 8 as the second power source is charged, and when there is a change within the set time X of the operating state of the electric load 10, the switching means 52 to 58 are switched. Thus, the alternator 4, the storage battery 6 as the first power source, and the capacitor 8 as the second power source are controlled to be connected.

  Thereby, since the vehicle power generation control device 2 responds by the two power sources of the storage battery 6 and the capacitor 8 when the amount of electric load due to the electric load 10 changes suddenly, there is no shortage of power.

  That is, this vehicle power generation control device 2 drives the alternator 4 together with the internal combustion engine when the vehicle decelerates at the driver's will and the internal combustion engine is driven by the deceleration energy from the wheels. Has been.

  In this case, as shown in FIG. 2, the vehicle power generation control device 2 turns off the switching means 52 and 56 for the storage battery 6 when the storage battery 6 as the first power source is in a sufficiently charged state. Switching means 54 and 58 to the capacitor 8 as the second power source are turned on. Further, the vehicle power generation control device 2 turns on the switching means 60 from the storage battery 6 to the electric load 10, turns off the switching means 62 from the capacitor 16 to the electric load 10, and further generates the power generation voltage setting terminal 38 of the alternator 4. The overcharge determination voltage REF acting on the capacitor 8 is increased to the allowable voltage of the capacitor 8 to charge the capacitor 8.

  Thereby, the vehicle power generation control device 2 stores more deceleration energy by using the capacitor 8 that is the second power source than when the vehicle has only the storage battery 6 that is the first power source. be able to.

  The vehicle power generation control device 2 also turns off the electric load switch 74 when the vehicle is in a state other than deceleration due to the driver's intention after the capacitor 8 as the second power source is charged. When the ON time of the electric load switch 74 is longer than the set time X, that is, when the operating state of the electric load 10 has not changed suddenly, it is obtained from a map of the FR signal from the connection point 76 and the engine speed by the crank angle sensor 72. The generated current and the current consumption of the entire electric load 10 measured by the current sensor 70 are compared.

  When the difference between the generated current and the consumed current is larger than the set value Y, that is, when the consumed current of the electric load 10 of the entire vehicle is small, the vehicular power generation control device 2 changes the switching means 62 from the capacitor 8 to the electric load 10. The switching means 60 from the storage battery 6 to the electric load 10 is turned OFF, the switching means 52 and 56 between the alternator 4 and the storage battery 6 are turned OFF, and the switching means 54 and 58 between the alternator 4 and the capacitor 87 are turned ON.

  Thereby, the vehicle power generation control device 2 is a case where the capacitor 8 as the second power source is charged, and the operating state of the electric load 10 does not change suddenly, and the electric load 10 of the entire vehicle is When the current consumption of the battery is small, the power supplied to the electric load 10 of the vehicle is supplied from the capacitor 8 that is the second power source, so that the power is not supplied from the storage battery 6 that is the first power source, and the storage battery 6 is suspended. I can do it.

  When the voltage of the capacitor 8 as the second power source becomes lower than the overcharge determination voltage REF of the alternator 4, the vehicle power generation control device 2 sends a field current to the field coil 20 of the alternator 4 to generate power. To start. However, the vehicle power generation control device 2 stops power generation when the voltage of the capacitor 8 as the second power source rises to the overcharge determination voltage REF. By making the voltage lower than the power generation voltage of the alternator 4 with the conventional storage battery, the power generation load of the alternator 4 on the internal combustion engine can be reduced, and the fuel consumption of the internal combustion engine can be improved. Moreover, since the storage battery 6 which is a 1st power supply is not used, the lifetime of the storage battery 6 can be extended.

  Conversely, in the vehicle power generation control device 2, when the electric load switch 74 is ON and the ON time of the electric load switch 74 is shorter than the set time X, that is, when a sudden change of the electric load 10 is predicted, or the connection point The control means 68 compares the generated current obtained from the map of the FR signal from 76 and the engine speed obtained from the detection signal of the crank angle sensor 72 with the consumption current of the entire load measured by the current sensor 70. When the difference between the generated current and the consumed current is smaller than the set value Y, that is, when the electric load 10 of the entire vehicle is large, the switching means 60 from the storage battery 6 to the electric load 10 is turned ON, and the alternator 4 and the storage battery By switching on the switching means 52 and 56 with the power source 6 and supplying power from both the storage battery 6 as the first power source and the capacitor 8 as the second power source. The overcharge determination voltage to generate electricity in the conventional battery and alternator power generation voltage equal voltage value, it is possible that the system power is prevented.

  Thus, the vehicle power generation control device 2 performs the alternator power generation control using the storage battery 6 and the capacitor 8 in accordance with the state of the power generation current of the alternator 4 and the current consumption of the electric load 10 as a whole. When the load 10 is in a low load state, the storage battery 6 and the alternator 4 are not used and the electricity of the vehicle can be provided only by the capacitor 8, the fuel consumption can be improved, and the life of the storage battery 6 can be extended. In addition, the vehicular power generation control device 2 sets the power generation voltage of the alternator 4 to be lower than that of the storage battery 6 alone even after the voltage of the capacitor 8 drops to the power generation voltage, thereby reducing the power generation load of the alternator 4 and fuel consumption. Since the storage battery 10 can be stopped, the life of the storage battery 6 can be extended.

  Further, the vehicle power generation control device 2 performs the alternator power generation control using the storage battery 6 and the capacitor 8 in which the electric load 10 is predicted to be suddenly changed by the electric load switch 74, so that even when the electric load 10 changes suddenly, It is possible to prevent the system power supply from being lowered due to the capacity shortage of the capacitor 8 or the delay of the reaction time of the alternator 4.

  The present invention is not limited to the above-described embodiments, and various application modifications can be made.

  For example, in the above-described embodiment, when the electric load 10 of the entire vehicle is large, power is supplied from both the storage battery 6 that is the first power supply and the capacitor 8 that is the second power supply. By changing the supply ratio of electric power to the electric load 10 according to the respective charging states of the capacitor 8 and the capacitor 8, it is possible to supply appropriate electric power according to the charging state and prevent a decrease in life due to overdischarge. be able to.

  In addition, when the capacitor 8 is in a charged state, the power generation load of the alternator 4 can be reduced and the fuel consumption can be improved by supplying power to the storage battery 6 for charging.

  The vehicle power generation control device according to the present invention is a vehicle power generation control device including an alternator, a first power source, a second power source, an electric load, and a switching means. By connecting / disconnecting the capacitor, which is the second power source, to / from the electric load according to various conditions, the capacitor is effectively used as a source of energy supplied to the electric load, and the life of the storage battery is extended. It can be applied to equipment equipped with an engine.

It is a control flowchart of the vehicle electric power generation control apparatus which shows an Example. It is a block diagram of a vehicle power generation control device. It is a block diagram of the electric power generating apparatus which shows a prior art example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 2 Vehicle power generation control apparatus 4 Alternator 6 Storage battery 8 Capacitor 10 Electric load 12 Electric power generation part 14 Rectifier 16 Voltage regulator 18 Stator coil 20 Field coil 22 Diode 24 Zener diode 26 Comparator 28-30 Transistor 32 Output terminal 34 Input terminal 36 Generation voltage Monitoring terminal 38 Power generation voltage setting terminal 52 to 62 Switching means 68 Control means 70 Current sensor 72 Crank angle sensor 74 Electric load switch 76 Connection point

Claims (2)

  An alternator that has a field coil and is driven by an internal combustion engine to generate electric power, a chargeable / dischargeable first power source and a second power source, and at least one of the alternator, the first power source, and the second power source In a vehicle power generation control device comprising an electric load to which energy is supplied, and switching means capable of connecting / disconnecting the first power source and the second power source to / from the electric load, the first power source is a storage battery The second power source is composed of a capacitor, the second power source is in a charged state, the operation state of the electric load is not changed over a set time, and the generator current generated by the alternator is When the current consumption is a value larger than a set value, the alternator and the first power source are disconnected by the switching means, and the alternator and the second power source are disconnected. Power generation controlling device which is characterized by providing a control means for controlling to continue.   An alternator that has a field coil and is driven by an internal combustion engine to generate electric power, a chargeable / dischargeable first power source and a second power source, and at least one of the alternator, the first power source, and the second power source In a vehicle power generation control device comprising an electric load to which energy is supplied, and switching means capable of connecting / disconnecting the first power source and the second power source to / from the electric load, the first power source is a storage battery When the second power source is composed of a capacitor, the second power source is in a charged state, and the operation state of the electric load is changed within a set time, the switching means causes the alternator to A power generation control device for a vehicle, comprising a control means for controlling the first power source and the second power source to be connected.

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