JP2009011036A - Controller for permanent magnet generator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To keep a generated voltage value constant without causing a delay in response even if an electric load fluctuates in short cycles. <P>SOLUTION: This controller has a means 6 of adjusting the amount of power generation, which increases or decreases the amount of power generation of a permanent magnet generator that generates electricity by the driving force of an engine, a means 50 of detecting the electric load, which detects the electric load supplied to a vehicle, a means 4 of detecting the number of revolutions, which detects the number of revolutions of the engine, and a control means 40, which controls the means 6 of adjusting the amount of power generation, based on the electric load and the number of revolutions of the engine. The control means 40 is so structured as use the electric load detected with the means 50 of detecting the electric load at non-energization of an ignition plug and to mask the electric load detected with the means 50 of detecting the electric load, at ignition energization of the ignition plug. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a control device for a permanent magnet generator suitable for use in a starter generator for automobiles.

  In recent years, in automobiles, for example, many devices that operate using electric power such as electric power steering, navigation system, audio, and IT equipment have been installed. The power consumption of automobiles is also increasing. For this reason, it has become difficult for conventional automobile generators to generate electric power corresponding to this increasing power consumption, and there is a demand for the development of an automobile generator that can generate larger generated electric power. Yes.

  As a generator, a permanent magnet generator using a permanent magnet as a rotor has been widely known. Since this permanent magnet generator uses a permanent magnet for the rotor, the structure is simple and a large amount of generated power can be obtained. For this reason, it is conceivable to apply this to an automobile generator to solve the shortage of generated power. However, in the permanent magnet generator, when the rotation of the drive source such as the engine fluctuates, the rotation speed of the rotor of the generator changes and the generated voltage of the generator changes. It is impossible.

In automobile generators, the voltage is set to 12V or 24V. However, in automobile engines, the number of revolutions varies from several hundreds of revolutions (rpm) to several thousand revolutions (rpm). The generated voltage set at 12V at (rpm) exceeds, for example, 100V at several thousand revolutions (rpm) and cannot be used for 12V compatible electrical equipment.
For this reason, in order to apply the permanent magnet generator to the generator for automobiles, it is necessary to make the generated voltage substantially constant despite the engine speed constantly fluctuating.

Therefore, Patent Documents 1 and 2 propose permanent magnet generators that have high power generation efficiency, are small, and can reduce the cost of the apparatus.
In this permanent magnet generator, a permanent magnet member is disposed on a rotor, and windings are wound around comb portions of a stator that covers the N pole and S pole of the permanent magnet, respectively. A plurality of coils composed of U, V, and W phases are disposed on the stator while winding the wires in opposite directions to dispose a magnetic flux control rod that rotates relative to the stator between the stator and the rotor that varies in rotation. Two types of coil groups, in which these coils are connected in parallel, are configured as a normal coil and a low-speed coil, and the normal coil and the low-speed coil are connected in series via a switch. In response to the high speed and the high speed, the switch is turned on and off to control to obtain a predetermined power generation voltage, and the magnetic flux control rod is rotated with respect to the stator. The It controls a gap amount between the over data, thereby controlling so as to obtain a predetermined constant generated voltage is.

Here, in the permanent magnet generator as described above, a method for obtaining a constant generated voltage will be briefly described with reference to FIG.
The permanent magnet generator includes a coil having a winding number N1 (hereinafter referred to as N1 turn) wound around the stator comb portion, and a magnetic flux control rod that can be rotated with respect to the stator and can control the magnetic flux flowing to the comb portion by this movement. And are provided.

  Further, the permanent magnet generator has a characteristic that the generated voltage increases linearly in proportion to the rotor rotational speed when the saddle position is fixed. Therefore, until the generated voltage reaches the specified voltage (14V) (until the rotor speed reaches the predetermined speed r01), the magnetic flux control rod is placed at the position where the magnetic flux flowing to the comb portion is maximized, and the coil field To generate power (see arrow F1 in FIG. 11). Here, the line a is the power generation characteristic at the position of the magnetic flux control rod where the magnetic flux control rod does not block the magnetic flux and the magnetic flux flowing to the comb portion is maximum.

  When the generated voltage reaches the specified voltage, the power generation amount becomes excessive in this state, so that the magnetic flux flowing to the comb portion is decreased while moving the magnetic flux control rod in accordance with the increase in the rotational speed of the rotor. Thus, the generated voltage is controlled so as to maintain the specified voltage even if the rotational speed of the rotor changes (see arrow F2 in FIG. 11). Here, the line b is a power generation characteristic at the limit magnetic flux control rod position that minimizes the magnetic flux flowing to the comb portion by the magnetic flux control rod, and the magnetic flux control rod is rotated between such characteristic lines a to b. Thus, by controlling the saddle position, the generated voltage can be kept constant between the rotor rotational speeds r01 to r02.

  In the region where the rotational speed is r02 or more, the coil is switched to the N2 turn coil having a smaller number of turns than the N1 turn, and the same saddle position control as described above is performed (or the weak field wound in the opposite direction to the N1 turn). A constant voltage is generated by energizing the magnetic winding and applying a field weakening to weaken the N1 turn field to control the saddle position. In the case of FIG. 11, when the rotational speed is r02 or r02 ′ or higher, the N2 turn is switched to perform magnetic flux control so that the generated voltage becomes constant (see lines c to d and arrow F3), and the engine rotational speed is further increased. When the rotation speed increases and reaches a rotational speed at which constant voltage control cannot be performed in this N2 turn, then the field-weakening coil wound in the opposite direction to the N2 turn is energized to perform magnetic flux control. As a technique for controlling the generated voltage to be constant, for example, Patent Document 3 is cited.

As described above, in the permanent magnet type generator, the combination of the discrete coil winding number switching control and the continuous magnetic flux control rod position control is combined, and the position of the magnetic flux control rod is changed when the engine speed changes. The voltage is controlled by controlling the magnetic flux intensity, and when the control range of the control rod is exceeded, the number of turns of the coil is switched electrically to keep the voltage constant.
JP 2005-184948 A JP 2003-92900 A JP 2003-264996 A

By the way, various electric devices are usually connected directly or indirectly via a battery to a generator mounted on an automobile, and the generated voltage fluctuates even when the electric load of these electric devices changes. . For this reason, even when the electric load fluctuates, overshoot and undershoot with respect to the target voltage may occur, and hunting of the generated voltage may also occur.
For such problems, stable power generation control can be realized by performing coil turn number switching control and saddle position control using not only engine speed but also electric load as a parameter.

  However, as shown in FIG. 12, the discharge current at the time of sparking (ignition) by the spark plug is relatively large among the electric loads by the electric equipment, and the electric current fluctuation that cannot be ignored in a very short period occurs due to the discharge current at the time of sparking. . For this reason, if it is going to control a coil and a saddle position using an electric load as a parameter, the number of turns of a coil and a saddle position will change frequently, and it will become impossible to perform stable voltage control.

  Note that filter processing is widely known as a technique for solving such problems. Then, by performing a filtering process, specifically, by interposing a low-pass filter, it is possible to suppress load fluctuations and converge voltage fluctuations. However, when such a filtering process is performed, there is a problem that when the electrical load suddenly changes due to switching on of other electrical equipment or the like, the responsiveness is remarkably delayed, which also causes voltage fluctuation.

  The present invention was devised in view of such problems, and is a permanent magnet generator that can maintain a constant generated voltage value without causing a delay in response even if an electric load fluctuates in a short cycle. An object is to provide a control device.

  For this reason, the control device for the permanent magnet generator of the present invention is connected to a spark ignition engine that is ignited by spark ignition by an ignition plug, and the permanent magnet generator that generates electric power by the driving force of the engine, A power generation amount adjusting means for increasing or decreasing a power generation amount of the generator, an electric load detecting means for detecting an electric load supplied to the vehicle, an engine speed detecting means for detecting the engine speed, and the electric load detecting means Control means for controlling the power generation amount adjusting means based on the electric load output from the engine and the engine speed detected by the engine speed detecting means. The electric load detected by the electric load detecting means is used when energized, and the electric load detected by the electric load detecting means is masked when the ignition plug is ignited. It is characterized in that the physical (claim 1).

Further, it is preferable that the control means performs a mask process by holding the electric load detected by the electric load detecting means at a previous value when the ignition plug is ignited (Claim 2).
Further, the control means controls the power generation amount adjusting means using a value obtained by adding an average value of the electric load when the ignition plug is ignited to the electric load output from the electric load detecting means. (Claim 3).

Further, it is preferable that the control means prohibits masking of the electric load in a high speed range where the engine speed is equal to or higher than a first predetermined speed.
Further, the control means sets a mask processing period occupying the ignition energization period based on the engine speed, and the mask processing so that the center of the ignition energization period coincides with the center of the mask processing period. It is preferable to set the start time of (Claim 5).

Further, it is preferable that the control means sets the entire ignition energization period as a mask processing period in a low speed region where the engine speed is less than a second predetermined speed.
Preferably, the control means gradually decreases the mask processing period as the engine speed increases in a rotation region where the engine speed is equal to or higher than the second predetermined speed.

  The generator includes a rotor connected to the output shaft of the engine and including a permanent magnet; a stator fixed to a housing on the outer peripheral side of the rotor and including a winding; and the stator and the rotor And a magnetic flux control rod that moves relative to the stator and controls the magnetic flux that flows from the permanent magnet to the stator, and the control means controls the electric load and the engine speed. It is preferable to provide heel position setting means for setting the heel position based on the heel position.

  Further, the winding includes a plurality of windings having different winding numbers and / or winding directions, and the control means is configured to optimize the plurality of windings based on the electric load and the engine speed. It is preferable to provide winding setting means for selecting a winding.

  According to the control device for a permanent magnet generator of the present invention (Claim 1), the electrical load detected by the electrical load detecting means is output when the ignition plug is not energized, and the electrical load is detected when the ignition plug is energized. Since the electric load detected by the detecting means is masked, it is possible to suppress the electric load fluctuation and output the electric load which fluctuates greatly in an extremely short cycle such as a spark plug, and is stable. In addition to the advantage of being able to execute power generation control, it is possible to avoid a situation in which the responsiveness is remarkably lowered when the electrical load is suddenly changed due to switch-on of other electrical equipment such as filter processing.

According to the control device for the permanent magnet generator of the present invention (Claim 2), when the ignition plug is ignited, the electric load detected by the electric load detecting means is held at the previous value and outputted. Therefore, the electric load during the mask processing period can be stabilized, and more stable power generation control can be executed.
Further, according to the control device for a permanent magnet generator of the present invention (Claim 3), the average value of the electric load at the time of ignition energization of the spark plug is added, so that the actual electric load during the mask processing period can be reduced. The deviation can be corrected, and more accurate control can be executed.

In addition, according to the control device for a permanent magnet generator of the present invention (Claim 4), the proportion of the ignition period becomes large in the high rotation range equal to or higher than the first predetermined rotation speed (Ne2), and the electric load fluctuation is suppressed. Therefore, the control stability can be ensured by prohibiting the electrical load masking process.
Further, according to the control device for a permanent magnet generator of the present invention (Claim 5), it is possible to execute a mask process according to the engine speed. In other words, since the ignition interval is sufficient in the low rotation range, there is an advantage that the detected electric load can be stabilized by extending the mask processing time during ignition energization. Also, if the electrical load is masked over the entire period when the ignition is energized, the time during which the actual electrical load can be measured decreases as the rotational speed increases. By setting the ratio to be small, it is possible to secure time for measuring the actual electrical load.

Further, according to the control device for a permanent magnet generator of the present invention (Claim 6), since the entire ignition energization period is set as the mask processing period when the engine speed is in a predetermined low rotation range, the detection is performed. The electric load to be performed can be made more stable.
Further, according to the control device for a permanent magnet generator of the present invention (Claim 7), if the electrical load is masked over the entire period when the ignition is energized, the actual electrical load is increased as the rotational speed is increased. Therefore, the time for measuring the actual electrical load can be ensured by gradually decreasing the mask processing period as the engine speed increases.

Further, by providing the heel position setting means, the heel position can be easily and quickly set based on the electric load and the engine speed (claim 8).
Further, by providing the winding setting means, it is possible to easily and quickly set the optimum winding based on the electric load and the engine speed (claim 9).

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIGS. 1-10 is a figure for demonstrating the control apparatus of the permanent magnet type generator which concerns on one Embodiment of this invention, It demonstrates based on these figures.
As shown in FIG. 2, the permanent magnet generator 3 according to the present embodiment is disposed between an automobile engine (hereinafter simply referred to as an engine) 1 and a transmission 2 connected to the engine 1. The starter generator has a function as a starting motor of the engine 1 and a function as a generator driven by the engine 1.

  As shown in FIGS. 3A, 3B, 4A, and 4B, the permanent magnet generator 3 includes a cylinder block and a transmission (here, an automatic transmission) 2 of the engine 1. A housing 31 integrally coupled to the case, a rotor 33 of a rotor rotatably supported by a bearing (not shown) in the housing 31, and arranged to be separated from the outer peripheral side of the rotor 33 and fixed to the housing 31 A stator 35 of the rotor formed between the stator 35 and the rotor 33, and a magnetic flux control rod that controls the magnetic flux that moves relative to the stator 35 and flows from the permanent magnet member 32 to the comb portion 35b of the stator 35. 36 is arranged.

The rotor 33 is connected to the output shaft (crankshaft) 11 of the engine 1 and rotates integrally with the output shaft 11, and a permanent magnet member 32 is provided around the outer peripheral surface of the rotor 33.
The stator 35 includes a stator core 35a and a winding (coil) 34 wound around the stator core 35a. The stator core 35a includes a plurality of comb portions 35b arranged and formed to be separated from each other in the circumferential direction, a slot portion 35c formed between the comb portions 35b, and a bridge portion extending in the circumferential direction to connect the adjacent comb portions 35b. 35d, and the winding 34 is disposed in the slot portion 35b.

  As shown in FIGS. 4A and 4B, the magnetic flux control rod 36 is disposed in a gap 33a between the stator 35 and the rotor 33, and is rotatably supported by the housing 31 via a bearing (not shown). The magnetic flux is controlled by rotating relative to the stator 35. The magnetic flux control rod 36 includes a plurality of tooth portions 36 a that are arranged so as to be separated from each other in the circumferential direction and project so as to face the comb portion 35 b of the stator 35.

As shown in FIG. 4A, when the plurality of teeth 36a are in phase with the comb portion 35b of the stator 35, the magnetic flux generated around the stator 35 is maximized, and as shown in FIG. When the phase of the plurality of tooth portions 36a is shifted from the phase of the comb portion 35b of the stator 35, the magnetic flux generated around the stator 35 is reduced according to the amount of deviation.
In order to rotate the magnetic flux control rod 36 relative to the housing 31, a DC motor (magnetic flux control DC motor) 37 as an actuator is connected to the magnetic flux control rod 36 via a worm gear 38 as shown in FIG. As shown in FIG. 5, the DC motor 37 is controlled by a controller (starter generator control unit) 40 as a control means. In the present embodiment, the coil 34, the magnetic flux control rod 36, the DC motor 37, the worm gear 38, and the like constitute the power generation amount adjusting means 6 that increases or decreases the power generation amount of the generator 3.

  Further, as shown in FIG. 5, the winding 34 wound up on the stator core 35a includes a first main winding (first main coil, N1 turn) wound up by a first winding number N1 (N1 is 24, for example). 34a), a field weakening sub-winding (subcoil) 34b wound in the opposite direction to the first main coil 34a so as to weaken the field of the first coil 34a, and having a variable effective number of turns. Second main winding (also referred to as second main coil, N2 turn) 34c wound in the same direction as the first main coil by a second number of turns N2 (N2 is, for example, 15) less than the number of turns N1 of 1 Are connected in parallel and connected to the battery 41 via the rectifier 42. In addition, the electric circuit is provided with switches 43a to 43c for selecting and using each coil.

  Further, the first main coil 34a is formed by combining a coil 34a1 and a coil 34a2 in series. When the switch 43a is closed and the switches 43b and 43c are opened, the first main coil 34a1 is composed of the coil 34a1 and the coil 34a2. When the coil 34a is energized, a large magnetic field corresponding to the number of turns N1 is generated, the switch 43c is closed, and the switches 34a and 43b are opened, the second main coil 34c is energized. Accordingly, a magnetic field weaker than that of the first main coil 34a is generated.

  Further, the coil 34a2 which is a part of the first main coil 34a has a third main winding (the third winding) wound up by a third winding number N3 (N3 is 6 for example) smaller than the second winding number N2. When the switch 43b is closed and the switches 43a and 43c are opened, the third main coil consisting only of the coil 34a2 is energized, and the second main coil is turned on according to the number of turns N3. A magnetic field weaker than that of the coil 34c is generated.

  The subcoil 34b is configured so that the effective number of turns can be variably controlled or the volume can be adjusted. When the volume is minimized, the subcoil 34b is substantially de-energized. Further, a field weakening current flows through the subcoil 34b by the number of turns corresponding to the volume adjustment, and the fields of the first main coil 34a, the second main coil 34c, and the third main coil 34a2 according to the field weakening current. The magnet can be weakened.

  That is, when the first main coil 34a is energized, the subcoil 34b functions as a first field weakening subwinding (first subcoil) that weakens the field of the first main coil 34a, and the second main coil 34c When energized, it functions as a second field weakening subwinding (second subcoil) that weakens the field of the second main coil 34c. When the third main coil 34a2 is energized, the field of the third main coil 34a2 is changed. It functions as a third field weakening sub-winding (third subcoil) for weakening. However, in the present embodiment, when the first main coil 34a is energized, the field weakening current is not used, so that it does not function as the first sub-coil. This is due to the setting of the characteristics of the first main coil 34a and the second main coil 34c. In the present embodiment, it is possible to generate a specified voltage without functioning as the first sub-coil. Because.

On the other hand, the specified voltage cannot be generated between the power generation region by the first main coil 34a and the power generation region by the second main coil 34c due to the number of turns of the first and second main coils 34a and 34c. When there is a region, the first subcoil may be used to generate a specified voltage between these two power generation regions.
The controller 40, when generating power by the permanent magnet generator 3, mainly controls the magnetic flux control rod 36 according to the rotor rotational speed (that is, the rotor rotational speed corresponding to the engine rotational speed) r and the generated voltage V. In addition to the control of the rotation phase, the opening / closing control of the switches 43a to 43c and the volume adjustment of the subcoil 34b are performed.

In other words, in principle, the voltage is adjusted so that the generated voltage is constant depending on the rotational phase of the magnetic flux control rod 36, and if the range that can be adjusted by the rod control is exceeded, the number of turns is switched, or the field weakening is caused by the subcoil 34b. By making it act, the voltage is controlled to a constant value.
By the way, as already described in the section of [Problems to be Solved by the Invention], when such a generator 3 is mounted on an automobile, fluctuations in the electric load of the vehicle (on / off of headlights and on / off of air conditioners) Alternatively, the power generation characteristics may change due to audio on / off, etc., and power generation control may become unstable.

Therefore, in the present embodiment, in addition to the engine speed (rotor speed), the load state of the electric equipment (electric equipment that operates by the electric power generated by the generator 3) mounted on the automobile is also applied as a parameter. The coil 34 is switched or the phase of the magnetic flux control rod 36 is changed using the engine speed and the electric load.
In the present embodiment, specifically, the coil 34 is switched in the following order as the engine speed increases or the electrical load increases.
1. N1 turn 2. N2 turn 3. N2 turn + field weakening4. N3 turn 5. N3 turn + field weakening Hereinafter, the configuration of the main part of the apparatus will be described in detail. As shown in FIG. 6, the controller 40 has an engine speed sensor (engine speed) for detecting the engine speed (rotor speed). (Number detection means) 4 and a load sensor (electric load detection means) 50 for detecting the amount of current (electric load) supplied from the battery 41 to an electric device (not shown). Here, the load sensor 50 is a current sensor that detects electric power supplied from the battery 41 to various electric devices, and is attached to the battery 41. The current sensor 50 detects the amount of power supplied to the entire vehicle.

Although not shown, the controller 40 includes a ROM (read only memory), a RAM (random access memory), a TIM (timer), and a CPU (microprocessor) that are connected to each other via a bidirectional bus. An input port and an output port are provided.
Further, as shown in FIG. 6, the controller 40 includes a winding setting map (winding setting means) 7, a saddle position setting map (saddle position setting means) 8, a rotational speed prediction means 9, a current mask unit 12, and A delay timer (delay time setting means) 13 and the like are provided. Of these, the rotational speed prediction means 9 is a means for predicting the future rotational speed based on the current engine rotational speed Ne. In this embodiment, the generator is generated by feedforward control using the predicted engine rotational speed. 3 is controlled. The reason why the operation of the generator 3 is controlled using such a predicted engine speed is to eliminate voltage control overshoot and undershoot caused by a delay in response of the saddle position control. It will be described later.

  The winding setting map 7 is means for selecting an optimum winding from the plurality of coils 34 based on the predicted engine speed and the electric load. In the present embodiment, the winding setting map 7 is a map as shown in FIG. It is provided as. The heel position setting map 8 is means for setting the heel position based on the predicted engine speed and the electric load, and is provided as a map as shown in FIG. 1B in this embodiment.

  As shown in FIG. 1A, the winding setting map (winding setting means) 7 has a plurality of coils 34 (N1 turn, N2 turn, in this embodiment) using the predicted engine speed and electric load as parameters. N2 turn + field weakening, N3 turn and N3 turn + field weakening (5), and the number of turns increases as the engine speed increases assuming that the electric load is constant. If the engine speed is assumed to be constant, a coil with a larger number of turns (a larger power generation amount) is selected as the electric load increases. It has such characteristics.

  This is because, basically, if the number of coil turns is constant, the power generation voltage increases as the engine speed increases. To keep the power generation voltage constant, a coil with a smaller power generation amount is used as the engine speed increases. This is because it is necessary to select. Further, since the required power generation amount increases as the electrical load increases, a coil with a large power generation amount is selected in accordance with the increase in the electrical load.

The winding setting map 7 is not limited to the map shown in FIG. 1A, and any winding setting map 7 can be used as long as the number of coil turns is set from the engine speed (predicted engine speed) and the electric load. Such a map may be used, and means other than the map may be used.
Further, as shown in FIG. 1B, the eyelid position setting map 8 is stored in the controller 40 as an independent map for each coil. In the present embodiment, the above-described map M1 of the five coils. ~ M5 is stored. Each map M1 to M5 stores a saddle position (target saddle position) corresponding to the electrical load and the predicted rotational speed. Then, when a map corresponding to the currently set coil is selected from a plurality of maps based on the information from the winding setting map 7 described above, the target is determined based on the electric load and the predicted rotation speed from this map. The heel position is requested. Needless to say, the target kite position set in each map is a kite position at which the generated voltage becomes the specified voltage (14 V) at the engine speed and the electric load at that time.

Next, the reason for using the predicted engine speed instead of the actual engine speed detected by the engine speed sensor 4 in the winding setting map 7 and the saddle position setting map 8 will be described.
When the target phase of the magnetic flux control rod 36 is set in the above-described saddle position setting map (籠 position setting means) 8, an operation control signal is output from the controller 40 to the actuator (motor) 37. In operation, the phase of the magnetic flux control rod 36 is changed via the worm gear 38. However, from this target phase setting until the magnetic flux control rod 36 actually reaches the target phase, in fact, mechanical factors such as a response delay of the motor 37, play of the worm gear 38, inertia of the magnetic flux control rod 36, etc. In addition, an operation delay or a response delay Δt (for example, about 300 mmsec) occurs due to friction between the elements 36 to 38.

Therefore, in the present embodiment, the engine speed predicting unit 9 predicts the engine speed ahead by the time Δt in anticipation of the response delay of the power generation amount adjusting unit (the magnetic flux control rod 36 and the motor 37). Based on the above, the coil 34 is switched or the phase of the magnetic flux control rod 36 is changed.
Here, the rotation speed prediction means 9 uses two prediction methods depending on the operating state of the engine, and uses the sequential least squares method (first prediction method) at the time of steady operation of the engine 1. During the transient operation, the engine speed is predicted using the torque balance model (second prediction method) of the torque converter of the transmission 2. This is because the first prediction method can predict the engine speed with high accuracy particularly during steady operation of the engine 1, and the second prediction method can predict the engine speed with high accuracy especially during transient operation of the engine 1. This is because it can be predicted. Here, detailed description of the engine speed prediction method is omitted.

As described above, in the winding setting map 7 and the saddle position setting map 8, the controller 40 executes the feedforward control by setting the winding setting and the saddle position of the coil 34 using the predicted rotational speed. Will be.
Incidentally, as described above, in the winding setting map 7 and the saddle position setting map 8, an optimum coil is selected from the plurality of coils 34 based on the predicted engine speed and the electric load, and an optimum saddle position is set. However, when the electrical load fluctuates greatly in an extremely short cycle (for example, on the order of 10 mmsec), the number of turns of the selected coil is frequently switched in the winding setting map 7 and the saddle position setting map 8. It will be. Accordingly, the maps (M1 to M5) applied to the heel position control are frequently switched along with this, and the target heel position is also frequently changed, so that stable voltage control cannot be performed.

To deal with such problems, it is conceivable that the load is fluctuated by applying a filter (low-pass filter) process to the electric load. When the electrical load suddenly changes due to the above, etc., the responsiveness is remarkably delayed, which may cause voltage fluctuation.
Therefore, in the present embodiment, as described above, the electrical load that fluctuates greatly in a short cycle, specifically, the spark plug does not directly take in the electrical load during the period when the electrical load suddenly increases. The controller 40 performs control so as to mask the load.

  Therefore, in the current mask unit 12 shown in FIG. 6, the electric load detected by the load sensor 50 is directly output to the winding setting map 7 and the saddle position setting map 8 when the spark plug is not sparked (non-energized). On the other hand, when the spark plug is sparked (when the ignition is energized), the electric load obtained by the load sensor 50 is held at the previous value and output to the winding setting map 7 and the saddle position setting map 8 (that is, Mask processing).

However, if such mask processing is performed, the output electrical load as a whole is lower than the actual electrical load, and correct power generation control cannot be performed. Therefore, the electrical load output from the current mask unit 12 is not included. On the other hand, an electric load correction unit 12a is provided to compensate for the reduced electric load. The electrical load correction unit 12a adds an average value of the electrical load at the time of ignition energization (that is, the electrical load at the time of masking) to the output value from the current mask unit 12, thereby The average value of the electric load and the average value of the electric load output to each of the maps 7 and 8 are substantially equal, so that the decrease in the electric load due to the mask process is offset. The calculation of the average value of the actual electric load will be described later.
Here, a method of holding the electric load at the time of sparking of the spark plug (at the time of ignition energization) at the immediately preceding value is illustrated, but the electric load at the time of spark sparking (at the time of ignition energization) is not limited to this method. May be set to an average value when the spark plug is not sparked (non-energized). Or you may set to the predetermined value previously derived from the experimental value or the experience value.

Hereinafter, the mask process will be described in detail. In FIG. 7, (a) shows an ignition signal for the spark plug, and (b) shows a fluctuation of the current value (electric load). Moreover, in (b), the broken line has shown the fluctuation | variation of the actual electric current value, and the continuous line has shown the fluctuation | variation of the electric current value after performing the mask process in this embodiment.
In FIG. 7 (a), periodically projecting is a pulse signal instructing ignition on, and this pulse timing is output from an engine ECU (not shown). The time during which the ignition on signal is output (or the time during which the spark plug is actually energized) is referred to as dwell time or dwell angle, and this dwell time is set in the engine ECU based on the battery voltage. It has become so. Further, the controller 40 and an engine ECU (not shown) are connected to each other by a bus so as to be able to communicate with each other, and the current mask unit 12 can obtain information on the dwell time.

Moreover, the part which protrudes periodically in the broken line of FIG.7 (b) has shown the increase in the electric current (electric load) by the spark of a spark plug, and as shown by the continuous line, at the time of such a spark, it is just before a spark start. By performing a mask process for holding the current value, rapid fluctuations in the current value are suppressed.
Further, as described above, the dwell time is stored in the engine ECU, and the current value (electric load) during the dwell time (during the spark period) is calculated by the engine ECU. Specifically, in the engine ECU, the electric load during the dwell time (that is, during the mask period) is obtained by integrating the current consumption value during the dwell time of the spark plug. The engine ECU calculates the electrical load during the mask period as described above, averages this to the electrical load per unit time, and outputs the averaged value to the electrical load correction unit 12a. Yes.

Then, as shown in FIG. 6, the electrical load correction unit 12a adds the average value of the consumed electrical load at the time of masking to the electrical load output from the current mask unit 12, thereby reducing the decrease in the electrical load due to the mask process. It cancels out (corrects the deviation from the actual electrical load during the mask processing period).
In addition, an average value per unit time for an increase in the electrical load during the mask processing period is obtained in advance by calibration or the like, and the average value is added to cancel the decrease in the electrical load due to the mask processing. Also good. Further, in the engine ECU, a gain (coefficient) of the actual electric load in the non-mask period with respect to the electric load in the masked period is calculated, or the gain is obtained in advance by calibration or the like, and this gain is determined by the current mask unit 12. You may comprise so that it may integrate | accumulate to the output value from.

Further, the delay timer 13 shown in FIG. 6 sets a mask processing period with respect to the ignition energization period (dwell time) based on the engine speed, and based on the difference between the ignition energization period and the mask processing period. The time (delay time) from the start (spark start) to the mask start is set.
Here, as shown in FIG. 8A, the mask period = dwell time is set in the low rotation range where the engine rotation speed is less than a predetermined rotation (second predetermined rotation speed) Ne. That is, at the time of sparking, the entire energization period is masked and held at the electric load immediately before the energization start. In other words, the delay time = 0 is set in this operating range.

This is because the ignition interval (between ignition) is long in the relatively low engine speed range, and even if masking is performed for the entire period at the time of ignition, sufficient time is obtained to detect the electrical load when the power is not supplied. is there.
On the other hand, when the engine speed is in the high speed range, the ignition interval is decreased, and the proportion of dwell time during the entire operation period is relatively increased. For this reason, if all of the dwell time is masked at the time of ignition, the time for detecting the electric load is significantly reduced, and the electric load at the time of non-energization cannot be detected reliably. Therefore, at a high speed range of the engine speed Ne1 or more, the mask time is reduced and the detection time of the electric load is ensured even if some fluctuation of the electric load is sacrificed (that is, even if some electric load fluctuation occurs). It is doing so.

In this case, a delay (delay time D) is set by the delay timer 13. As shown in FIG. 8B, the delay D is a predetermined time from the start of the dwell to the start of the mask process, and is set based on information from the engine ECU and the engine speed Ne. Yes.
The delay timer 13 sets the delay time D as follows. First, when dwell start (energization start timing) and dwell time are set in the engine ECU, the delay timer 13 receives these pieces of information from the engine ECU. On the other hand, the delay timer 13 determines the mask period based on the engine speed. This mask period is set with the engine speed Ne as a parameter, and is set based on a delay time setting map 13a (see FIG. 9) preset in the delay timer 13. Specifically, as described above, in this map, the total dwell time is set as the mask period when the rotation speed is Ne1 or less, and the mask period is set to decrease (delay time gradually increases) as the engine speed increases. Has been.

  Then, when the mask period is obtained based on the map shown in FIG. 9, in the delay timer 13, from the dwell start to the mask process start so that the center of the mask period coincides with the center of the dwell time obtained from the engine ECU. The delay time D is calculated. The mask processing unit 12 delays the mask start time by the delay time D set by the delay timer 13, so that the electric load can be reliably and stably detected even at high speed operation. Yes.

Note that the low-speed region below the engine speed Ne1 corresponds to the hatching region of FIG. 9, and the delay time = 0 is set by matching the mask period and the dwell time. Further, the mask processing prohibition unit 121 is provided in the mask processing unit 12. The mask processing prohibiting unit 121 prohibits the mask processing itself when the engine speed Ne reaches a predetermined rotational speed (first predetermined rotational speed) Ne2 (> Ne1) that is determined to be a high rotational speed range. The detected electric load is output as it is.

  This is because the proportion of the ignition period increases in the high rotation range of the predetermined rotation speed Ne2 or more, the non-ignition period becomes extremely short, and there is a possibility that a meaningful electric load may not be obtained even if mask processing is performed. This is because, since the ratio of the ignition period is large in the high rotation range as described above, the electric load fluctuation itself is suppressed, so that it is not necessary to perform mask processing.

For this reason, as described above, in the present embodiment, the power generation control is stabilized by prohibiting the mask processing at a predetermined rotation speed Ne2 or more.
Since the control device for a permanent magnet generator according to an embodiment of the present invention is configured as described above, its operation will be described below with reference to the flowchart of FIG.
First, in step S101, an electric load mask time is set based on the engine speed and the dwell time. In step S101, the delay time from the dwell start to the mask start is set so that the centers of the total dwell time and the mask period coincide with each other.

In step S102, an electric load (average ignition current value) per unit time during the mask period is calculated and added to the actually detected electric load.
In step S103, it is determined whether or not an ignition signal is output from the engine ECU. When the ignition signal is received, the process proceeds to step S104, and a delay timer is started. Thereafter, when it is determined that the delay time set in step S101 has elapsed, the process proceeds to step S105, and an electric load mask process is executed. Note that the mask process here is a process of holding the electric load at the actual electric load detected immediately before the start of the mask process, and this mask process period is held by the immediately preceding electric load.

If it is determined in step S106 that the mask time has elapsed, the process proceeds to step S107, and the mask process is terminated.
The electrical load obtained in this way is output to a winding setting map (winding setting means) 7 and a saddle position setting map (設定 position setting means) 8, and these winding setting map 7 and saddle position setting. In the map 8, the coil 34 is set based on the electric load and the predicted engine speed, the target saddle position is obtained, and the saddle position control is executed so as to be the target saddle position.

  Therefore, according to the present apparatus, when the spark plug is not sparked (when no power is supplied), the electric load detected by the load sensor 50 is output to the winding setting map 7 and the saddle position setting map 8 as it is. At the time of sparking (at the time of ignition energization), the electric load obtained by the load sensor 50 is held at the previous value and output to the winding setting map 7 and the saddle position setting map 8 (that is, mask processing is performed). Even if the electric load greatly fluctuates in a short cycle like a spark plug, fluctuation of the electric load used for power generation control can be suppressed. Therefore, the fluctuation | variation with respect to selection of the coil 34 and the setting of the saddle position can be suppressed, and stable power generation control can be realized.

In addition, when a filter (low-pass filter) process is performed instead of such a mask process, there is a problem that the responsiveness is remarkably lowered when an electrical load is suddenly changed due to switch-on of other electrical equipment, Such a situation can be avoided by performing the mask processing as in the present embodiment.
In addition, only the mask processing described above does not take into account the actual increase in electrical load during the mask processing. Therefore, by adding the average value of the electrical load at the time of ignition energization of the spark plug in addition to the mask processing, an electrical load can be obtained in consideration of the increase in the electrical load during the mask processing period as a whole. Accurate power generation control can be executed.

In addition, since the proportion of the ignition period is increased and the electric load fluctuation is suppressed in a high rotation range of the predetermined rotation speed Ne2 or more, the control stability can be ensured by prohibiting the electric load masking process. .
In addition, the entire mask processing period occupying the dwell time (ignition energization period) is set based on the engine speed, and the start time of the mask processing period is set so that the center of the dwell time and the center of the mask processing period coincide with each other. By doing so, the mask process according to the engine speed can be performed. In other words, since the ignition interval is sufficient in the low rotation range, the detected electric load can be stabilized by increasing the mask processing time during ignition energization. In addition, if the electrical load is masked over the entire period when the ignition is energized in the high rotation range, the time during which the actual electrical load can be measured will be reduced. By setting in this way, it is possible to secure a time during which the actual electrical load can be measured.

  Further, since the entire dwell time period is set as the mask processing period when the engine speed is a predetermined low speed region, the detected electric load can be further stabilized. In addition, if the electrical load is masked over the entire dwell time in the high speed range, the time during which the actual electrical load can be measured will be reduced, so the mask processing period can be gradually reduced as the engine speed increases. It is possible to secure time for measuring the actual electrical load.

Moreover, by providing the saddle position setting map 8 as in the present embodiment, the saddle position can be easily and quickly set based on the electric load and the engine speed. Similarly, by providing the winding setting map 7, the optimum winding can be easily and quickly set based on the electric load and the engine speed.
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, in the above-described embodiment, the predicted engine speed is used as a parameter in the winding setting map 7 and the saddle position setting 8, but the actual engine speed may be used instead. Further, the method for predicting the engine speed is not limited to the above-described method, and various methods can be applied.

It is a figure for demonstrating the principal part of the control apparatus of the permanent magnet type generator which concerns on one Embodiment of this invention, Comprising: (a) is a figure which shows an example of a winding setting map, (b) is a saddle position setting It is a figure which shows an example of a map. It is a side view showing an engine for vehicles equipped with a permanent magnet type generator to which the present invention is applied. It is a figure which shows the structure of the permanent magnet type generator to which this invention is applied, (a) is the cross-sectional view (cross-sectional view orthogonal to a rotor rotating shaft), (b) is the longitudinal cross-sectional view (rotor rotating shaft) FIG. It is an expanded cross-sectional view which shows the magnetic flux control rod of the permanent magnet type generator to which this invention is applied, (a) shows the state in which the magnetic flux control rod is in the position which makes magnetic flux the maximum, (b) is magnetic flux control. It is a figure which shows the state which exists in the position where a heel reduces magnetic flux. It is a control block diagram of the permanent magnet type generator which concerns on one Embodiment of this invention. It is a control block diagram for demonstrating a principal part structure to the control apparatus of the permanent magnet type generator which concerns on one Embodiment of this invention. It is a figure explaining the effect | action of the control apparatus of the permanent magnet type generator which concerns on one Embodiment of this invention, Comprising: (a) is a figure which shows an ignition signal, (b) is an electric load after an actual electric load and a mask process FIG. It is a figure explaining the effect | action of the control apparatus of the permanent magnet type generator which concerns on one Embodiment of this invention, Comprising: (a) is a figure explaining the mask process in an engine low rotation area, (b) is in a high rotation area. It is a figure explaining a mask treatment. It is a figure explaining the effect | action of the control apparatus of the permanent magnet type generator which concerns on one Embodiment of this invention, Comprising: It is a figure which shows an example of the map which sets a mask period. It is a flowchart explaining the effect | action in the control apparatus of the permanent magnet type generator which concerns on one Embodiment of this invention. It is a figure explaining the control apparatus of the conventional permanent magnet type generator. It is a figure explaining the subject of this invention.

Explanation of symbols

1 Automotive engine 2 Transmission 3 Motor generator (permanent magnet generator)
4 Engine speed sensor (Engine speed detection means)
5 Load sensor (electric load detection means)
6 Power generation amount adjustment means 7 Winding setting map (winding setting means)
8 籠 position setting map (籠 position setting means)
9 Number of revolutions prediction means 11 Output shaft (crankshaft)
12 Current mask part 12a Electric load correction part 13 Delay timer (delay time setting means)
13a Delay time setting map 31 Housing 32 Permanent magnet member 33 Rotor 33a Clearance 34 Winding (coil)
35 Stator 35a Stator core 35b Comb portion 35c Slot portion 35d Bridge portion 36 Magnetic flux control rod 36a Tooth portion 37 DC motor (actuator)
38 Worm gear 40 Controller or starter generator control unit (control means)
41 Battery 42 Rectifier 43 Switch 50 Electric load detection means

Claims (9)

A permanent magnet generator that is connected to a spark ignition engine that is ignited by spark ignition by an ignition plug, and that generates electric power by the driving force of the engine;
Power generation amount adjusting means for increasing or decreasing the power generation amount of the generator;
An electric load detecting means for detecting an electric load supplied to the vehicle;
Engine speed detecting means for detecting the engine speed;
Control means for controlling the power generation amount adjusting means based on the electric load output from the electric load detecting means and the engine speed detected by the engine speed detecting means,
The control means uses the electric load detected by the electric load detecting means when the ignition plug is not energized, and masks the electric load detected by the electric load detection means when the ignition plug is ignited. A control device for a permanent magnet generator. 2. The permanent control according to claim 1, wherein the control unit performs a mask process by holding the electric load detected by the electric load detection unit at a previous value when the ignition plug is ignited. 3. Magnet generator control device. The control means controls the power generation amount adjusting means using a value obtained by adding an average value of the electric load when the ignition plug is ignited to the electric load output from the electric load detecting means. The control device for a permanent magnet generator according to claim 2, wherein the control device is a permanent magnet generator. 4. The permanent control according to claim 1, wherein the control means prohibits masking of the electric load in a high speed range where the engine speed is equal to or higher than a first predetermined speed. Magnet generator control device. The control means sets a mask processing period occupying the ignition energization period based on the engine speed, and starts the mask process so that the center of the ignition energization period coincides with the center of the mask processing period. The control device for a permanent magnet generator according to any one of claims 1 to 4, wherein the time is set. 6. The permanent magnet power generation according to claim 5, wherein the control means sets the entire period of the ignition energization period as a mask processing period in a low rotation range where the engine rotation speed is less than a second predetermined rotation speed. Machine control device. The permanent magnet power generation according to claim 6, wherein the control means gradually decreases the mask processing period as the engine speed increases in a rotation range where the engine speed is equal to or higher than the second predetermined speed. Machine control device. The generator is
A rotor connected to the output shaft of the engine and having a permanent magnet;
A stator fixed to the housing on the outer peripheral side of the rotor and provided with a winding;
A magnetic flux control rod disposed between the stator and the rotor to move relative to the stator and control a magnetic flux flowing from the permanent magnet to the stator;
The permanent magnet according to any one of claims 1 to 7, wherein the control means includes a saddle position setting means for setting a saddle position based on the electric load and the engine speed. Type generator control device. The winding has a plurality of windings having different numbers and / or winding directions,
9. The permanent control according to claim 8, wherein the control means includes winding setting means for selecting an optimum winding from the plurality of windings based on the electric load and the engine speed. Magnet generator control device.

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