JP2006217758A - Controller for generator with one-way clutch mounted in vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To cause a one-way clutch to carry out a desired function even in a low-temperature environment with respect to an alternator provided with the one-way clutch. <P>SOLUTION: ECU executes a program of a step (S200) at which, when an engine is started (YES at S100), ambient temperature is detected; a step (S300) at which a target electricity generated of the alternator is computed; a step (S400) at which such a power generation command signal that the time it takes to reach the target electricity generated is more lengthened at lower temperature is computed; and a step (S500) at which the power generation command signal is outputted to the alternator. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for controlling a generator (alternator) mounted on a vehicle, and more particularly to a control device for a generator connected to a crankshaft of an engine via a one-way clutch.

  An electrical device that is mounted on a vehicle and generates electric power to charge an on-vehicle battery is generally an alternator. The alternator control device for controlling the output of the alternator is configured to detect a battery voltage of an in-vehicle battery charged by the alternator and to control on / off of the field current so that the battery voltage becomes a target voltage. There are many cases. Further, in such an alternator control device, when a vehicle electrical load (auxiliary machine) such as an air conditioner or a headlamp is turned on, the field current is increased so as to increase the alternator output so that the battery voltage does not decrease. Controlled.

  Japanese Patent Application Laid-Open No. 7-23599 (Patent Document 1) discloses a lamp flickering when the vehicle is running when the alternator control device is configured to gradually increase the field current in order to suppress torque shock during idling. Disclosed is an alternator control device that prevents adverse effects on the isoelectric system.

  This alternator control device controls the output of an alternator that is drivingly connected to the output shaft of the vehicle engine. The alternator control device includes a load input detecting unit that detects the input of an electric load for a vehicle, a field current control unit that receives an output of the load input detecting unit and increases a field current of the alternator when the electric load for the vehicle is input, The control speed suppression means for suppressing the control speed of the field current control means so that the field current gradually increases, the vehicle travel detection means for detecting that the vehicle is in the running state, and the output of the vehicle travel detection means And a restriction limiting means for restricting the suppression of the control speed when the vehicle is traveling.

According to this alternator control device, when an electric load for a vehicle such as an air conditioner or a headlamp is turned on, field current control is performed so as to increase the field current of the alternator in response to detection of the load being applied. At that time, at the time of idling or the like, the control speed is suppressed so that the field current gradually increases. As a result, engine rotation drop due to a sudden increase in alternator drive torque when an electric load is applied is suppressed, and torque shock during idling is prevented. Further, when the vehicle is running, that is, when the vehicle is off-idle, the control speed is restricted from being suppressed, whereby the field current increases rapidly. Therefore, the amount of power generation increases rapidly when an electric load is applied during traveling, and adverse effects on the electrical system such as flickering of headlamps are prevented.
Japanese Patent Laid-Open No. 7-23599

  The alternator is connected to a crankshaft pulley provided on the crankshaft of the engine via a belt, and the pulley provided on the rotor rotation shaft of the alternator is rotated by the driving force of the engine to generate electric power. A pulley having a built-in one-way clutch may be used as such an alternator pulley. This is because, in the alternator having a large rotational inertia due to the one-way clutch, the tension fluctuation acting on the belt is reduced and the belt slip noise is prevented. This one-way clutch is a clutch that transmits rotation only in one direction, and contains grease (semi-solid lubricant). Such grease is generally soft (low viscosity) at a high temperature, and a desired locking mechanism acts.

  However, such grease is hard (high viscosity) at low temperatures, and the one-way clutch cannot be cut by the lock mechanism of the one-way clutch, and the one-way clutch slips and transmits the driving force of the engine to the alternator. I can't. In particular, since the battery voltage is low and the alternator is instructed to generate a large amount of power at low temperatures, the load on the alternator becomes larger and the problem becomes more obvious.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to control a generator that has a one-way clutch so that the one-way clutch exhibits a desired function even in a low-temperature environment. Is to provide a device.

  A control device for a generator with a one-way clutch mounted on a vehicle according to a first aspect of the present invention includes a detection means for detecting an operation state of the one-way clutch, and a power generation amount to the generator based on the operation state of the one-way clutch. And a control means for controlling the generator by outputting the command signal.

  According to 1st invention, the generator act | operated by the drive source of a vehicle is connected via the drive source and the one-way clutch. This one-way clutch is filled with lubricating oil that becomes harder as the temperature is lower. If it is instructed to generate a large amount of power generation when the lubricating oil is hard, the load on the generator becomes too large and the one-way clutch slips and the desired function cannot be expressed. For this reason, the detection means detects the state of the one-way clutch based on the outside air temperature or the like, and instructs the power generation amount to increase gradually as the state is such that the one-way clutch is slid. In this way, even when a command for a large amount of power generation is output due to the low voltage value of the battery charged by the generator at the start of the drive source in a low temperature environment, it is suppressed to the generator A command signal for the amount of power generation is output. That is, the time until the maximum load of the generator (the amount of power generation calculated from the battery voltage value) becomes longer, and the time until the lubricating oil temperature of the one-way clutch rises and becomes softer can be set. Clutch slip can be suppressed. Impact load input to the one-way clutch due to a sudden rise in the load of the generator due to the start of the drive source can be reduced. Even when the load of the generator is maximized, the one-way clutch rotates while the impact load is not input, the temperature of the lubricating oil inside the one-way clutch rises, the viscosity decreases, the oil film tends to break, and the generator load becomes maximum. Prevents idling (slipping) of the clutch. As a result, it is possible to provide a generator control device that allows a one-way clutch to exhibit a desired function even in a low-temperature environment in a generator equipped with a one-way clutch.

  In the control device according to the second invention, in addition to the configuration of the first invention, the detection means is based on at least one of the outside air temperature of the vehicle, the temperature of the drive source, and the lubricating oil temperature of the one-way clutch. Means for detecting the operating state of the. The control means includes means for outputting a command signal that gradually increases the power generation amount as the detected temperature is lower.

  According to the second invention, the operating state of the one-way clutch is influenced by the viscosity of the lubricating oil, so the viscosity of the lubricating oil is estimated based on the outside air temperature, the temperature of the drive source (for example, the engine cooling water temperature) and the lubricating oil temperature. In addition, it is possible to detect the operating state of the one-way clutch (whether the lubricating oil is hard enough to slip). In this way, the viscosity of the lubricating oil is estimated based on the temperature, the operating state of the one-way clutch is detected, and the power generation amount is gradually increased as the temperature is lower (the one-way clutch will slip). Thereby, a one-way clutch slip can be suppressed.

  In the control device according to the third invention, in addition to the configuration of the first or second invention, the control means includes means for controlling the generator when the drive source is started.

  According to the third aspect of the invention, the power generation amount (load) of the generator suddenly increases from 0 when the drive source is started. In this way, when the power generation amount suddenly increases, if the lubricating oil of the one-way clutch is hard, it is easier to slip. When the one-way clutch is more slippery, the power generation amount can be gradually increased to suppress one-way clutch slip.

  In the control device according to the fourth invention, in addition to the configuration of any one of the first to third inventions, the drive source is an engine.

  According to the fourth invention, when the engine is started, slipping of the one-way clutch provided in the generator operated by the engine can be avoided.

  In the control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the generator is an alternator.

  According to the fifth aspect, when the engine is started, slipping of the one-way clutch provided in the alternator operated by the engine can be avoided.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, a control block diagram of a vehicle including an ECU (Electronic Control Unit) 100 that is a control device according to the present embodiment will be described. As shown in FIG. 1, the vehicle includes an ECU 100 that controls an alternator 800 based on a temperature input from an outside air temperature sensor 300, an engine ECU 200 that controls an engine 700, a battery 400, an air conditioner, and the like. Auxiliary machine 500, starter 600 that is a starter for cranking engine 700, and alternator 800 that generates electric power by the rotational force of engine 700 are included. Instead of the alternator 800, a motor generator or a generator may be used. Instead of or in addition to the battery 400, a large-capacity capacitor or the like may be provided as a power storage mechanism.

  The battery 400 is provided with a temperature sensor 410 that detects the temperature of the battery 400, a current sensor 420 that detects a charge / discharge current value of the battery 400, and a voltage sensor 430 that detects the voltage value of the battery 400. . A signal indicating the temperature detected by the sensor and a signal indicating the temperature detected by the outside air temperature sensor 300 are input to the ECU 100.

  In this vehicle, when the driver turns the ignition switch to the start position, the electric power from the battery 400 is supplied to the starter 600 via the starter relay, and the starter 600 starts the engine 700. When the engine 700 is started, the pulley of the alternator 800 connected to the crankshaft pulley of the engine 700 with a belt is rotated, the rotor of the alternator 800 is rotated, and the alternator 800 generates power. The electric power generated from the alternator 800 is supplied to the battery 400 and the auxiliary machine 500.

  The ECU 100, which is a control device according to the present embodiment, is characterized in that when the engine 700 is started, control is performed so that the one-way clutch provided on the pulley of the alternator 800 does not slip.

  The outline of the alternator 800 will be described with reference to FIG. The alternator 800 includes a rotor 820 in which a rotor coil 822 (see FIG. 3) is wrapped in a rotor core, a stator 830 in which a stator coil 832 (see FIG. 3) is wrapped in a stator core, and a mounting bolt 852 on a rotating shaft of the rotor 820. And a pulley 850 with a one-way clutch attached. When an excitation current is applied to the rotor coil 822, the rotor coil 822 rotates while generating a magnetic flux, and thereby three-phase AC power is induced in the stator coil 832.

  The internal structure of the alternator 800 will be described with reference to FIG. This alternator 800 is controlled by the ECU 100 in addition to the rotor 820 and the stator 830 described above, and adjusts the excitation current flowing in the rotor coil 822 by adjusting the generation voltage that rises and falls according to the fluctuation of the rotation speed of the rotor 820, thereby generating a constant generation voltage. A regulator 810 that secures power, a rectifier 840 that rectifies three-phase AC power induced in the stator coil 832 into direct current, and a rotor 820 for supplying an excitation current from the battery 400 to the rotor coil 822. And a brush 880 in contact with the slip ring 890. Furthermore, the alternator 800 includes a cooling fan 870 for suppressing an increase in the internal temperature of the alternator 800 due to heat generated by Joule heat or the like during power generation.

  With reference to FIG. 4, the pulley 850 with a one-way clutch is demonstrated. This pulley 850 with a one-way clutch is a pulley suitable for the alternator 800 having a large rotational inertia. For example, as shown in FIG. 4, a sprag type one-way clutch 860 is incorporated therein. Further, deep groove ball bearings 858 for support are provided at both ends of the sprag type one-way clutch 860. By adopting such a configuration, it is possible to reduce fluctuations in tension acting on the belt and to prevent belt slip noise.

  The rotating shaft of the rotor 820 of the alternator 800 and the pulley 850 with a one-way clutch are fixed by accumulating a mounting bolt 852 on the thread portion 856 of the pulley 850 with a one-way clutch. A hexagon hole 854 corresponding to the hexagonal portion on the head side of the mounting bolt 852 is provided on the mounting bolt 852 side of the screw portion 856.

  The pulley 850 with a one-way clutch shown in FIG. 4 is an example, and a pulley with a one-way clutch having a different configuration may be used.

  The alternator 800 will be described in more detail with reference to FIG. FIG. 5 is a control circuit diagram of the alternator. Based on the power generation amount command signal from the ECU 100, the control unit of the regulator 810 adjusts the excitation current supplied to the rotor coil 822. Thereby, the three-phase AC power induced in the stator coil 832 can be changed. The stator coil 832 is divided into three, and three-phase AC power is induced.

  The control unit of regulator 810 includes, for example, a switching transistor that switches between energization / non-energization of battery 400 and rotor coil 832, and a drive circuit that drives this switching transistor on / off.

  The ECU 100 is connected to the drive circuit of the control unit via an electrical wiring, and controls the on / off of the switching transistor by transmitting a drive signal (power generation command signal) to the drive circuit. At that time, the control unit detects the voltage output from the alternator 800 and controls the regulator 810 to adjust the excitation current of the rotor coil 832 so that the output voltage becomes a desired voltage.

  The ECU 100 outputs a control duty signal as a drive signal to the control unit so that the voltage value of the generated power becomes a desired voltage value. The command signal with a duty of 100% is a command such that the power generation amount by the alternator 800 is a target power generation amount (for example, the power generation voltage is 14.5 V) calculated separately. The ECU 100 determines the operating state of the one-way clutch 860 (whether the one-way clutch 860 does not slip because the temperature is too low and the grease is hard and the oil film does not break) based on the temperature of the outside air from the outside air temperature sensor 300. As the one-way clutch 860 slides, the control duty is gradually increased to reach the target power generation amount over time.

  The charge lamp 520 is a warning lamp when charging is not performed, and is provided, for example, on the instrument panel and lights when charging is not performed. When the ignition switch 510 is turned on, the excitation current adjusted by the ECU 100 by the regulator 810 is supplied from the battery 400 to the rotor coil 822, and the charge lamp 520 in the middle is turned on. When the engine 700 starts and starts rotating, three-phase AC power is induced in the stator coil 832 and exceeds the voltage value of the battery 400, the voltage values at both ends of the charge lamp 520 become the same, and the charge lamp 520 is turned off. Therefore, when the control device according to the present embodiment suppresses the excitation current to rotor coil 822 in order to suppress the slip of one-way clutch 860, the three-phase induced when the voltage of battery 400 is high and the control duty is low. Since the voltage value of the AC power is low, turning off of the charge lamp 520 may be delayed.

  With reference to FIG. 6, a control structure of a program executed by ECU 100 that controls alternator 800 having such a structure will be described.

  In step (hereinafter step is abbreviated as S) 100, ECU 100 determines whether engine 700 has been started or not. This determination is made based on the state of the ignition switch and the like. When engine 700 is started (YES in S100), the process proceeds to S200. If not (NO in S100), the process returns to S100 and waits until engine 700 is started.

  In S200, ECU 100 detects the outside air temperature. At this time, ECU 100 detects the outside air temperature based on a signal input from outside air temperature sensor 300.

  In S300, ECU 100 calculates a target power generation amount. At this time, the temperature of the battery 400 is detected by the temperature sensor 410, and when the temperature of the battery 400 is low, the voltage value of the battery 400 is low and the target power generation amount is large. Further, when the voltage value of the battery 400 directly detected by the voltage sensor 430 is low, the target power generation amount is calculated to be large. Furthermore, SOC (States Of Charge) is calculated based on a temperature sensor 410 provided in the battery 400 and a current sensor 420 that detects the charge / discharge current of the battery 400, and the target power generation amount increases as the SOC decreases. It may be calculated as follows. At this time, for example, the SOC of the battery 400 may be calculated by integrating the charge / discharge current detected by the current sensor 420 over time, and further based on the temperature of the battery 400 detected by the temperature sensor 410. The SOC may be corrected.

  In S400, ECU 100 calculates a power generation command signal (control duty) until the target power generation amount is reached based on the temperature. At this time, as shown in FIG. 7, power generation command signals having a plurality of types of inclinations may be prepared. At this time, the time to reach the target power generation amount is estimated by estimating the temperature of the lubricating oil (grease) of the one-way clutch 860 from the outside air temperature, and the temperature of the lubricating oil is sufficiently increased to lower the viscosity and the oil film It is determined in consideration of the time until it becomes easy to cut. Thus, even when the target power generation amount is reached and the load on the alternator 800 is maximized, idling (sliding) of the one-way clutch 860 can be prevented.

  In S500, ECU 100 outputs a power generation command signal (control duty) to regulator 810 of alternator 800.

  The operation of alternator 800 controlled by ECU 100 that is the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  The ignition switch is set to the ON position and further to the START position, and engine 700 is started (YES in S100). A power generation command signal until the target power generation amount is reached is calculated based on the outside air temperature detected by the outside air temperature sensor 300 (S400). For example, as shown in FIG. 7, the outside air temperature is calculated separately at normal temperature, low temperature, and extremely low temperature. Such a power generation command value shown in FIG. 7 is output from ECU 100 to regulator 810 of alternator 800.

  The time until the target power generation amount is reached is set to be longer at a low temperature than at a normal temperature and at a very low temperature than at a low temperature. The arrival time is set to be longer than the time until the temperature of the lubricating oil of the one-way clutch 860 is sufficiently increased, the viscosity is lowered, the oil film is easily cut, and the one-way clutch 860 does not slip. ing. Therefore, at the timing when the command signal for the target power generation amount is output, the one-way clutch 860 does not slip without sufficient time elapse and the temperature of the lubricating oil in the one-way clutch 860 increases and the oil film does not break.

  As described above, according to the control device according to the present embodiment, in the alternator including the one-way clutch, control is performed so that the power generation command value is gradually increased as the temperature is lower when the engine is started. Since it is not instructed to generate a large amount of power when the temperature of the lubricating oil of the one-way clutch is low and hard, it is possible to avoid the problem that the load on the alternator becomes too large and the one-way clutch slips and cannot exhibit a desired function.

  In the above-described embodiment, the operating state of the one-way clutch is detected using the outside air temperature sensor, but the temperature of the engine (engine cooling water temperature) and the temperature of the lubricating oil (grease) of the one-way clutch are not the outside air temperature. It may be.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a control block diagram of the vehicle carrying the control apparatus which concerns on this Embodiment. It is a perspective view which shows the internal structure of the alternator of FIG. It is sectional drawing which shows the internal structure of the alternator of FIG. It is sectional drawing which shows the internal structure of the pulley of FIG. FIG. 2 is a control circuit diagram of the alternator of FIG. 1. It is a flowchart which shows the control structure of the program performed by ECU. It is a figure which shows the time change of the electric power generation command value at the time of engine starting.

Explanation of symbols

  100 ECU, 200 Engine ECU, 300 Outside air temperature sensor, 400 Battery, 410 Temperature sensor, 420 Current sensor, 430 Voltage sensor, 500 Auxiliary machine, 510 Ignition switch, 520 Charge lamp, 600 Starter, 700 Engine, 800 Alternator, 810 Regulator , 820 Rotor, 822 Rotor coil, 830 Stator, 832 Stator coil, 840 Rectifier, 850 Pulley with one-way clutch, 852 Mounting bolt, 854 Hexagon socket, 856 Threaded part, 858 Deep groove ball bearing, 860 One-way clutch, 870 Cooling fan, 880 brush, 890 slip ring.

Claims (5)

A generator control device that is operated by a drive source of a vehicle, wherein the drive source and the generator are connected via a one-way clutch,
Detecting means for detecting an operating state of the one-way clutch;
Control of a generator with a one-way clutch mounted on a vehicle, including control means for controlling the generator by outputting a command signal of the amount of power generation to the generator based on the operating state of the one-way clutch apparatus. The detecting means includes means for detecting an operating state of the one-way clutch based on at least one of an outside air temperature of the vehicle, a temperature of the driving source, and a lubricating oil temperature of the one-way clutch,
The control device according to claim 1, wherein the control means includes means for outputting a command signal that gradually increases the power generation amount as the detected temperature is lower.   The control device according to claim 1, wherein the control means includes means for controlling the generator when the drive source is started.   The control device according to claim 1, wherein the drive source is an engine. The control device according to claim 1, wherein the generator is an alternator.

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