JP2009024657A - Power generation control device and saddle type vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power generation control device and a saddle type vehicle, in which a starter motor easily rotates a crankshaft in the start of an internal combustion engine to easily start the internal combustion engine, and thereby to reduce start failure. <P>SOLUTION: A magnet 21 rotary driven by the crankshaft 2 of the engine 1, a power generation current control means 22, a battery 23, and electric equipment 24 are provided. The power generation current control means 22 has a rectifier 22a and a control part 22c. A start time power generation control means of the control part 22c controls the rectifier 22a to make a power generation current output from the rectifier 22a to be zero to a minute current value smaller by a predetermined value than a minimum current value of the power generation current after the completion of the start. A normal operation time power generation control means performs a variance control of the power generation current output from the rectifier 22a after the completion of the start of the engine 1, according to a load current of electric equipment 24. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a power generation control device and a saddle riding type vehicle that rectifies an alternating current generated by magneto driven by an internal combustion engine into a direct current by a generated current control means and adjusts a power generation amount, and particularly relates to power generation control at startup.

  Conventionally, as this type of power generation control device, a motorcycle that supplies power from a battery to a starter motor, starts the engine by the starter motor, and rotates a crankshaft of the engine to rotate and drive a magneto (generator generator) to generate power. There is a power generation control device. Patent Document 1 discloses that such a power generation control device may cause an engine stall when the engine load becomes large at the time of deceleration, thereby reducing the load on the engine by cutting the power generation output at the time of deceleration and preventing the engine stall. Has been.

On the other hand, a conventional motorcycle or the like is equipped with a power generation control device as shown in FIG. More specifically, this type of power generation control device 10 generates a three-phase alternating current with a magneto 11 that is rotationally driven by the rotation of the crankshaft 2 of the internal combustion engine 1, and rectifies it into a direct current with a regulator 12. Is supplied to the electric device 14 (head lamp 14a, brake lamp 14b, and other electric device 14c), and the generated current from the battery 13 provided in parallel with the regulator 12 is supplied to the electric device 14. When the engine 1 is started, a starter motor (not shown; included in the other electric device 14c) starts and rotates the crankshaft 2, and the regulator 12 performs power generation control by which a load is applied to the magneto 11 from the start of the engine 1. Configured to control power generation by changing the generated current Ix in response to the change in the load current Iy. That. When the generated current Ix> the load current Iy, the charging current Iq (= Ix−Iy) flows through the battery 13 and charging is performed.
JP-A-8-42372

  However, according to the power generation control device 10 shown in FIG. 10, when the engine 1 is started, the starter motor starts and rotates the crankshaft 2 while being fed from the battery 13, while the regulator 12 causes the magneto 1 to start from the start of the engine 1. 11 is controlled so as to have a large generated current, a large load torque is applied to the magneto 11. For this reason, it becomes difficult for the starter motor to rotate the crankshaft 2, which is a cause of failure in starting the internal combustion engine 1.

  Further, according to the power generation control device 10 shown in FIG. 10, the generated current Ix may not follow the fluctuation of the load current Iy well, and the supply of the generated current Ix may be stopped.

  Therefore, the present invention provides a power generation control device in which a starter motor easily rotates a crankshaft when starting an internal combustion engine, the failure of the internal combustion engine to start is reduced, and the generated current follows the fluctuation of the load current after the start, and It is an object to provide a straddle-type vehicle.

  In order to achieve the above object, the invention described in claim 1 is a magnet-type power generator that is rotationally driven by rotation of a crankshaft of an internal combustion engine to generate an alternating current, and rectifies the alternating current into a direct current and generates power. A power generation current control means for supplying a generated current controlled in amount to an electrical device, the power generation current control means comprising: a rectification unit that converts an alternating current generated by the magnet type power generator into a direct current; and the rectification A control unit that controls a power generation amount of the internal combustion engine, and the control unit includes a power generation control unit during startup of the internal combustion engine and a power generation control unit during normal operation, and the power generation control unit during startup includes the internal combustion engine Based on start-up monitoring means for monitoring from start to completion of engine start-up and start-up monitoring of the internal combustion engine by the start-up monitoring means, output from the start-up to completion of the internal combustion engine is output from the rectifier. Generated current And a starting current value setting means for setting the output of the control signal to the rectifying unit so as to have a minute current value that is smaller than zero or the minimum current value of the generated current after completion of starting, during the normal operation The power generation control means controls the rectification unit after the start-up of the internal combustion engine and changes the power generation current output from the rectification unit according to the load current of the electrical equipment or the operation mode of the magnet power generation unit. The power generation control device is configured to be controlled.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, the start monitoring means monitors the start of the internal combustion engine by monitoring and detecting a signal input of a rotation period of the magnet power generator. Features.

  According to a third aspect of the present invention, in addition to the configuration of the first aspect, the start monitoring unit monitors the start of the internal combustion engine by monitoring and detecting a change in voltage of a starter motor or a battery that supplies power to the starter motor. It is characterized by that.

  According to a fourth aspect of the present invention, in addition to the configuration of the first or second aspect, the start monitoring unit calculates a rotation speed by inputting a rotation period signal of the magnet type power generator after the start of the start, Monitoring that the internal combustion engine reaches a threshold value that is smaller than the required rotational speed of the internal combustion engine, and then monitoring that the fluctuation range of the rotational speed is less than or equal to the threshold value. It is configured to output a control switching signal for switching to control according to.

  The invention according to claim 5 is a straddle-type vehicle including the power generation control device according to any one of claims 1 to 4.

  According to the invention described in each claim, the generated current output from the rectifying unit is set to zero or the minimum current of the generated current after the completion of the start-up by the start-up power generation control means from the start of the internal combustion engine to the completion of the start-up. Since the rectification unit is controlled so as to obtain a minute current value smaller than the required value, the starter motor can easily rotate the crankshaft, and the internal combustion engine can be easily started, so that the startup failure is reduced. That is, when the internal combustion engine is started, since the starter motor starts and rotates the crankshaft of the internal combustion engine, power is supplied from the battery to the starter motor, and the battery voltage is greatly reduced. At this time, if the power generation control device of the magnetic power generator connected to the crankshaft of the internal combustion engine is controlled so as to generate a large amount of power, a load torque is applied to the magnetic power generator, so the starter motor rotates the crankshaft. It becomes difficult to start the internal combustion engine.

  According to the invention described in each claim, when the magnetic power generator starts to rotate, the generated current output from the rectifying unit is set to zero or a minute current value that is smaller than the minimum current value of the generated current after completion of startup. Therefore, it becomes easy for the starter motor to rotate the crankshaft, and the rotational speed of the magnetic power generator is monitored until the internal combustion engine reaches a threshold value that is smaller than the rotational speed at idling. Monitor that the width is below the threshold, and then switch the current value so that the generated current output from the rectifier is controlled according to the load current, increasing the monitoring accuracy of the current value switching timing Therefore, the startup failure of the internal combustion engine is further reduced.

  Furthermore, according to the invention described in each claim, when the magnet type power generator starts rotating, the generated current output from the rectifying unit is set to zero or a minute current value that is smaller than the minimum current value of the generated current after the start-up is completed. Therefore, the rotation speed of the magnetic power generator is monitored until the starter motor easily rotates the crankshaft, and the internal combustion engine reaches a threshold value smaller than the required rotation speed during idling. Since the current value is switched so that the generated current to be controlled is controlled in accordance with the load current, the startup failure of the internal combustion engine is small.

  According to the invention described in claim 8, since it is adopted in the power generation control device of the saddle riding type vehicle and a secondary battery other than the lead storage battery can be adopted, the battery can be reduced in size and weight, and the overall weight can be reduced. The storage space required for storing the battery in the conventional motorcycle can be diverted to another, and the cost can be reduced by eliminating the need for the battery.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[Embodiment 1]
A power generation control device provided in a straddle-type vehicle such as a motorcycle is shown in FIGS.

  First, the configuration will be described. As shown in FIG. 1, the power generation control device 20 includes a rotationally driven magnet type three-phase AC power generator (hereinafter referred to as “magneto”) 21, a power generation current control means 22, and a power supply in parallel with the power generation current control means 22. And a power generation current control means 22 and an electric device 24 fed from the battery 23.

  FIG. 2 shows the relationship between the rotational speed and time when the crankshaft 2 of the straddle-type vehicle engine (internal combustion engine) 1 equipped with the power generation control device 20 is started. As can be seen from FIG. 2, in this example, about 1500 rpm is the idling rotational speed. When the engine 1 starts to start, the rotational speed is rapidly increased, but when the speed increases between 800 rpm and 1500 rpm, the engine 1 rotates with the flutter while increasing and decreasing the rotational speed alternately and increases the rotational speed. However, in such a state where the rotational speed fluctuation value is high, the engine is likely to stall and the activation is not completed. When the power generation control device 20 generates power and a load is applied to the crankshaft 2 in a state where the rotational speed fluctuation value is high, engine stall is more likely to occur.

  Therefore, in this embodiment, the engine speed is monitored with 1200 rpm as a threshold, and when it reaches 1200 rpm, the rotational speed fluctuation value is calculated and monitored, and the rotational speed fluctuation value becomes smaller than the threshold value. When the engine rotation is settled, it is determined that the engine 1 has been started, and until the start is completed, the power generation amount of the power generation control device 20 is zero or from the minimum current value of the generated current after the start is completed. The power generation control means during normal operation, after completion of startup, controls the rectification unit and outputs the generated current output from the rectification unit after completion of startup of the internal combustion engine. The power generation control during normal operation according to the load current of the electric device or the operation mode of the magnet type power generator is performed.

  The magneto 21 is a three-phase AC generator that is driven by rotation of the crankshaft 2 of the engine 1 and a permanent magnet (not shown) attached to the rotor rotates to generate power with the stator coils 21a to 21c.

  The generated current control means 22 includes a rectification unit 22a, a phase detection circuit 22b, a control unit 22c, and a gate circuit 22d.

  The battery 23 is connected in parallel with the generated current control means 22 and supplies the discharge current Id to the electric equipment 24 and generates power when the generated current Ix from the generated current control means 22 is smaller than the load current Iy of the electric equipment 24. Charging current Iq is supplied when current Ix is larger than load current Iy.

  Here, as the electrical equipment 24, a headlamp 24a, a brake lamp 24b, and other electrical equipment 24c are shown. The other electric equipment 24c corresponds to an ignition control controller, an engine control unit, an FI controller, a tail lamp, a stop lamp, a neutral indicator, a starter motor, a meter, an electric pump, and the like.

The generated current control means 22 will be described in detail.
The rectifying unit 22a is a circuit unit that converts an alternating voltage generated by the magneto 21 into a direct current. This rectifier 22a connects a circuit in which an upstream diode and a downstream thyristor are connected in series to each other through a three-phase bridge mixed connection, and an AC voltage induced in each of the stator coils 21a to 21c is placed at the midpoint position of the diode and the thyristor. When applied, the gate of each thyristor is turn-on controlled by the phase angle control current to variably output the generated current. The thyristor conducts (turns on) between the anode and the cathode when a constant current is passed through the gate. In order to stop (turn off) this conduction, the current between the anode and the cathode needs to be a certain value or less, but here the AC current is turned off in a process of small change toward zero. Become.

  The phase detection circuit 22b receives the three-phase voltage of the rectification unit 22a, detects the rotation period of each phase, and outputs it to the control unit 22c described later. The phase detection circuit 22b inputs a voltage that changes for each phase, and outputs, for example, one pulse when the input voltage reaches a required reference voltage when starting to rise, for three phases. If it is enough. In place of the phase detection circuit 22b, a phase detection sensor (for example, a magnetic sensor) 25 is provided in the vicinity of the magneto 21 and the rotor is provided with protrusions or the like that allow the phase detection sensor to detect the positions of the three stator coils 21a to 21c. Good.

  The gate circuit 22d receives a trigger signal output instruction signal from the control unit 22c, which will be described later, and outputs a trigger signal that is a current large enough to turn on the gate of the thyristor of the rectification unit 22a based on this signal. Therefore, the rectifier 22a increases or decreases the generated current Ix by controlling the phase angle.

The controller 22c will be described in detail using the flowchart of FIG.
The control unit 22c has a microcomputer, and in the ROM of the microcomputer, a power generation control means at the time of starting the engine 1 (software part A in FIG. 3) and a power generation control means at the time of normal operation of the engine 1 (in FIG. 3). Software part B). Further, the start-up power generation control means (software part in FIG. 3) includes a start-up current value setting means (step S3 in FIG. 3) and start-up monitoring means (software part A1 excluding the part in step S3 in FIG. 3). And A2 and A3). Further, the software part A2 is a rotational speed arrival monitoring unit, and the software part A3 is a rotational speed fluctuation range convergence monitoring unit.

  The software part A1 inputs the rotation period signal for the three phases of the magneto 21 from the phase detection circuit 22b (step S1), and determines that the rotation has started (step S2), outputs the trigger signal to the gate of the thyristor. Counts the count time stored in the ROM and outputs a trigger signal output instruction signal to a gate circuit 22d, which will be described later, so that the thyristor gate of the rectifier 22a is connected. It is a program that is always closed to make the power generation amount zero or minute (step S3).

  The count time stored in the ROM is fixed to one value. This count time is configured to output a trigger signal to the gate of the thyristor so that the time from when the gate of the thyristor of the rectifier 22a is turned on to when it is turned off is zero or a minute time. . As a result, the power generation current Ix that controls the rectification unit 22a and is output from the rectification unit 22a is set to zero or smaller than the current value by the normal operation time control means described later from the start of the engine 1 to the completion of the start-up. The rectifying unit 22a is controlled so as to have the minute current value.

  Note that the power generation amount may be zero without outputting the trigger signal output instruction signal.

  The rotation speed arrival monitoring means A2 inputs a rotation period signal for the three phases of the magneto 21 from the phase detection circuit 22b to calculate the rotation speed (step S4), and sets this rotation speed as a threshold value (the rotation speed of the crankshaft of the engine). Is a program that takes over to the next step if it reaches 1200 rpm (step S5).

  The fluctuation range convergence monitoring means A3 calculates the rotation speed at regular intervals by inputting the rotation cycle signal from the phase detection circuit 22b after the magnet type power generator reaches the required rotation speed close to the rotation speed at idling. Further, the calculation of the fluctuation range of the rotation speed within a certain time is repeated (step S6). The fluctuation range is a constant rotational speed, for example, 1500 r. p. Since there is a boundary in which the fluctuation width rapidly attenuates after a large fluctuation in the vertical direction with m as the approximate center of the fluctuation range, it is assumed that the activation has been completed by detecting this point in time.

  In order to appropriately detect this start-up completion time, following step S6, the calculated fluctuation range will have a large probability that the attenuation will converge to the idling rotation speed (1500 rpm in this example). It is monitored whether or not a threshold fluctuation range (RW) before attenuation, for example, 50 rpm, is reached (step S7). Then, when the calculated fluctuation width becomes equal to or greater than the threshold fluctuation width (RW), it is determined that the startup is completed, and the rectification unit 22a is taken over from the control by the startup current value setting means to the control by the normal operation power generation control means. A decision is made (step S8).

  Based on the rotation period signal input from the phase detection circuit 22b, the control unit 22c calculates the rotation speed of the magneto 21 (= the rotation speed of the crankshaft) and the acceleration as the operation mode, which is the operating state of the engine. The operation mode is specified by speed and acceleration, and the memory address stored in the ROM is specified by a code corresponding to the specified operation mode, and the count time stored therein is read. Has been. This count time is a normal operation current value setting means.

  The normal operation power generation control means B is determined in correspondence with the rotational speed and acceleration of the engine and stored in the ROM on the basis of the rotation period signal input from the phase detection circuit 22b for each phase and for each period. When the counted time is read and the counted time is counted up, the trigger signal output instruction signal is output to the gate circuit 22d.

  In this way, the control unit 22c performs various engine operating states, that is, idling, starting, low-speed driving, medium-speed driving, high-speed driving, and rapid acceleration as normal operation control for the rectifying unit 22a. Appropriate power generation control corresponding to a plurality of operation modes such as slow acceleration, rapid deceleration, moderate deceleration, and headlight lighting is performed.

  Accordingly, when the current request is small by switching selection of the count time (for example, in an idling state or during deceleration operation with the engine brake applied), the control unit 22c increases the count time to reduce generation of the generated current in the thyristor. When the current demand is large (for example, at the time of engine start, rapid acceleration operation, or high speed operation), the count time is shortened so that the generation of generated current in the thyristor is increased.

  For the count time stored in the ROM, a value obtained by the following experiment is used. First of all, when a saddle-type vehicle such as a motorcycle is idling, starting, low-speed driving, medium-speed driving, high-speed driving, rapid acceleration, moderate acceleration, rapid deceleration, moderate deceleration, front The range of each operation mode such as when the lighting is turned on is specified numerically by the rotation speed (rpm) and acceleration, and how much load current Iy is generated according to each operation mode is obtained by experiment. At this time, it is preferable to associate the duration of the operation mode with the battery voltage E.

  In addition, the amount of direct current generated by the magneto 21 is output by the rectifier 22a to determine in advance by experiment whether the power generation current Ix has an optimum value in relation to the rotational speed (rpm) and acceleration of the magneto 21. Then, the count time for determining the trigger signal output timing is obtained by comparing the operation mode with the generated current Ix.

  According to the above-described embodiment, during start-up power generation control of the engine 1, the power generation is reduced to zero or minute by the rectifying unit 22a, the load torque applied to the crankshaft 2 is reduced, and the engine 1 is easily started by the starter motor. be able to. Then, the rotational speed at the start of the engine 1 is monitored, and when the threshold is reached, by monitoring that the fluctuation range of the rotational speed becomes smaller than the threshold fluctuation width, the probability of convergence to the idling rotational speed is obtained. Since the engine 1 is switched to the power generation control during normal operation when the rotational speed of the crankshaft 2 does not reach the idling rotational speed, the startup failure of the engine 1 is eliminated, and the power generation control time during startup is shortened. The starter motor is not burdened and the voltage of the battery 23 does not drop too much.

  [Embodiment 2]

  FIG. 4 is a circuit diagram of the power generation control apparatus according to the second embodiment. In the second embodiment, a start monitoring unit is configured by detecting start / stop of a starter motor and determining start / stop completion of the engine, and controls the amount of power generation before and after the start of the engine is completed. It is. In the second embodiment, the configuration not described is the same as that in the first embodiment, and the same components as those in the first embodiment are the same as those used in the first embodiment, if necessary. A reference is attached.

  In the second embodiment, a current sensor 25 for detecting the load current of the starter motor 24c1 is provided, and the load current Ist detected by the current sensor 25 is fed back to the control unit 22c. The control unit 22c detects that the starter motor 24c1 has been started based on the input of the load current and then determines that the engine has been started up when detecting that the load current has become zero. The control unit 22c performs control so as to generate zero to very small current before the start is completed, and performs normal power generation control after the start is completed.

  The flowchart of FIG. 5 shows the operation procedure of the control unit 22c. In FIG. 5, when the load current (Ist> 0) of the starter motor 24c1 is detected by the current sensor 25 (steps S11 and S12), the thyristor of the rectifier 22a is controlled so that the output current Ix of the rectifier 22a becomes zero. To control the phase angle (step S13). Then, when the load current (Ist = 0) of the starter motor 24c1 is read again by the current sensor 25 and the driving stop of the starter motor 24c1 is detected (steps S14 and S15), normal power generation control is performed.

The second embodiment is different from the first embodiment in monitoring and detecting engine start-up / start-up completion, but the start-up power generation control means performs the rectification from the start-up of the internal combustion engine to the completion of start-up. The rectifying unit is controlled so that the generated current output from the rectifying unit is controlled to be a required small current value from zero to the minimum current value of the generated current after the start-up is completed. ,
Further, in this second embodiment, when the start monitoring means monitors and detects the start of the start of the internal combustion engine, the rectifier is controlled so that the generated current output from the rectifier is between zero and the minute current value. The present embodiment is the same as the first embodiment in that it includes a startup current value setting means for setting a signal output.
Further, in this second embodiment, the start monitoring means monitors and detects the completion of the start of the internal combustion engine after the start of the start, and when detected, outputs a control switching signal for switching to the control by the normal operation power generation control means. This is the same as the first embodiment.
Therefore, the second embodiment has the same effect as the first embodiment.

  [Embodiment 3]

  FIG. 6 is a circuit diagram of the power generation control device according to the third embodiment. In the third embodiment, since the power is supplied from the battery 23 to the starter motor 24c1 in connection with the start / stop of the starter motor 24c1, the voltage drop / return rise of the battery 23 is detected to complete the start / start of the engine. By determining, a start monitoring means is configured, and the power generation amount is controlled before and after the start of the engine is completed. In the third embodiment, the configuration not described is the same as that in the first embodiment, and the same components as those in the first embodiment are the same as those used in the first embodiment, if necessary. A reference is attached.

  In the third embodiment, a voltage sensor 26 that detects the voltage of the battery 23 is provided, and the battery voltage (Vbatt) detected by the voltage sensor 26 is input to the control unit 22c.

The operation of the control unit 22c will be described with reference to the flowchart of FIG.
First, the battery voltage (Vbatt) is read (step S21), the unit time change amount of the battery voltage (Vbatt) is calculated (step S22), and the unit time change amount voltage drop threshold (0.5V / s) is exceeded. Then, it is determined that the engine has started, and the output current Ix of the rectifying unit 22a is set to 0, that is, no current is passed through the gate of the thyristor (steps S23 and S24).

  Then, after temporarily storing the drop start voltage (Vdown) of the battery 23 at this time (step S25), the battery voltage (Vbatt) is read (step S26), and the battery voltage (Vbatt) is set to the voltage recovery threshold (= It is configured to perform normal power generation control (step S28) when it returns to a level higher than the lowering start voltage (Vdown) −0.5V) (step S27).

  The third embodiment also has the same effect as the first embodiment, like the second embodiment.

  [Embodiment 4]

  FIG. 8 is a circuit diagram of the power generation control device according to the fourth embodiment. In the fourth embodiment, a starter motor that starts using a relay circuit is employed, and a start monitoring means is configured. In the fourth embodiment, the configuration not described is the same as that in the first embodiment, and the same components as those in the first embodiment are the same as those used in the first embodiment, if necessary. A reference is attached.

  When the starter switch (key switch) 241 is turned on in FIG. 8, the relay coil 242 is excited, the relay switch 243 is turned on by the excitation of the relay coil 242, and the starter motor 24c1 is powered and started.

  The starter switch 241 is turned off when the engine 1 is completely started. Therefore, by providing a voltage sensor 27 for detecting the voltage at the midpoint between the starter switch 241 and the relay coil 242, the on / off state of the starter switch 241 is input to the control unit 22c to determine whether the engine has been started or started. The power generation amount is controlled before and after the completion of engine startup.

The operation of the control unit 22c will be described with reference to the flowchart of FIG.
First, the voltage (Vs) is read by the current sensor 27 (step S31). When the voltage (Vs) becomes lower than the threshold value (0.5V), it is determined that the starter switch 241 is turned on and the engine has started. The output current Ix of the rectifier 22a is set to 0, that is, no current is passed through the gate of the thyristor (steps S32 and 33). Thereafter, the voltage (Vs) is read by the current sensor 27 (step S34), and when the voltage (Vs) returns to a level higher than the voltage recovery threshold (= 10 V, for example) (step S35), normal power generation control is performed. (Step S36).

  The fourth embodiment also has the same effect as the first embodiment, like the second embodiment.

  The present invention is not limited to the one embodiment described above, and various modifications can be made without departing from the spirit and scope of the technical idea.

  A generated current detection means (current sensor) for detecting the generated current Ix output from the rectifier 22a is provided, and a detection signal detected by the generated current detection means is input to the controller 22c. The load current detecting means (current sensor) for detecting the load current Iy flowing through 24 is provided, and the detection signal detected by the load current detecting means is input to the control unit 22c. The battery voltage detection means (voltage sensor) for detecting the battery voltage is provided, and the detection signal detected by the battery voltage detection means is input to the control unit 22c. The power generation control means during normal operation of the control unit 22c The current Iy and the battery voltage E are input from the sensors, the calculation is performed based on these, and the trigger signal output timing To determine the decision count time, it may be configured to control variation of the power generation current output from the rectifier according to the load current of the electrical device 24.

  In addition, the control unit 22c controls the battery so as not to perform rapid charging, which is a heavy burden on the battery, and in the fully charged state where the battery is at the maximum allowable voltage, no further charging is performed. It is preferable to be configured so as not to perform the control.

  Further, the current increase / decrease control for the rectifier 22a by the controller 22c is not limited to phase control. For example, firing angle control can be employed.

  In the first embodiment, the start-up power generation control means includes start-up current value setting means and start-up monitoring means. The start-up monitoring means includes means for monitoring the magnitude of the rotation speed and the rotation speed. Fluctuation range convergence monitoring means. In this configuration, the means for monitoring the magnitude of the rotation speed and the rotation speed fluctuation range convergence monitoring means check in two stages and check the end of activation. The threshold can be set to 1200 rpm, for example. A configuration is shown in which control is performed by the power generation control means during normal operation after the rotational speed fluctuation width is monitored by the rotational speed fluctuation width convergence monitoring means after being monitored.

  If the rotation speed is monitored by the start monitoring means, the threshold value can be increased to, for example, 1550 rpm, and at this time, the rotation speed fluctuation width monitoring means C does not need to monitor the rotation speed fluctuation width. In other words, the present invention is not limited to the first embodiment, and the start-up power generation control means includes the start-up current value setting means and the start monitoring means, and the speed fluctuation width convergence monitoring means is omitted. Is included.

  In the first embodiment, after the start-up is completed, the normal operation power generation control means controls the rectification unit and the generated current output from the rectification unit performs the normal operation power generation control according to the load current of the electric device. However, the present invention is not limited to this, and includes a case where the power generation control during normal operation is performed according to the operation mode of the engine (magnet power generator).

That is, the operation modes other than the start time are divided into, for example, idling, acceleration, deceleration, headlight lighting, high speed constant driving, medium speed constant driving, and low speed constant driving. As described above, the phase angle control is performed on the thyristor of the rectifying unit.
(1) Corresponding phase angle data is set so as to output the t2 trigger signal output instruction signal b2 of the shortest time in the operation mode in the idling state (see FIG. 2).
(2) When the operation mode is in the acceleration state, the trigger signal output time is set to be longer (the power generation amount becomes smaller) in the constant speed operation mode to which the current rotation speed belongs.
(3) In the operation mode in the deceleration state, the battery is set to be shorter than the current trigger signal output time, and the power generation amount is sufficiently larger than the load current of the electric device 24 so that the battery does not run out. The phase angle data is set so that 23 can be charged.
(4) In the operation mode with the headlight turned on, the trigger signal output time was set to be longer than in the current operation mode with the headlight turned off, and the operation was continued for a long time. Sometimes, the phase angle data is set so that the power generation amount does not cause the battery to run out.
(5) The trigger signal output time is set shorter in the high-speed constant state operation mode than in the medium-speed constant or low-speed constant state. The trigger signal output time when the medium speed is constant or the constant low speed is set such that the phase angle data is set so that the amount of power generation does not occur when the battery runs out for a long time.

  In the first to fourth embodiments described above, the detection of the state from the start of the internal combustion engine to the completion of the start is shown in a different manner, but the present invention is not limited to these.

  In the first embodiment, the alternating current generated by the magnet driven by the internal combustion engine is rectified to direct current by the generated current control means and the amount of power generation is adjusted, and the generated current and the battery are used to feed electric equipment. However, the present invention is not limited to this, but includes a case where a capacitor is provided instead of the battery.

1 is a circuit diagram of a power generation control device according to Embodiment 1. FIG. It is a flowchart which shows the control procedure of the control part of the electric power generation control apparatus of FIG. FIG. 2 is a relationship diagram between rotation speed and time at the start of a crankshaft of an engine of a saddle riding type vehicle equipped with the power generation control device of FIG. 6 is a circuit diagram of a power generation control device according to Embodiment 2. FIG. It is a flowchart which shows the control procedure of the control part of the electric power generation control apparatus of FIG. FIG. 6 is a circuit diagram of a power generation control device according to Embodiment 3. It is a flowchart which shows the control procedure of the control part of the electric power generation control apparatus of FIG. FIG. 6 is a circuit diagram of a power generation control device according to a fourth embodiment. It is a flowchart which shows the control procedure of the control part of the electric power generation control apparatus of FIG. FIG. 6 is a circuit diagram of a power generation control device such as a conventional kick starter type motorcycle.

Explanation of symbols

1 engine (internal combustion engine)
2 Crankshaft 20 Power generation control device 21 Magneto (Magnet type three-phase AC generator)
22 Generation Current Control Unit 22a Rectification Unit 22b Phase Detection Circuit 22c Control Unit 22d Gate Circuit 23 Battery 24 Electrical Equipment 24c1 Starter Motor 25 Current Sensor (Current Detection Unit)
26 Voltage sensor (voltage detection means)
27 Voltage sensor (voltage detection means)
Ix Generated current Iy Load current

Claims (5)

A magnet-type power generator that is rotationally driven by the rotation of the crankshaft of the internal combustion engine and generates an alternating current;
Power generation current control means for rectifying the alternating current into direct current and controlling the amount of power generation to supply to the electrical equipment,
The generated current control means includes a rectifying unit that converts an alternating current generated by the magnet power generator into a direct current, and a control unit that controls the amount of power generated by the rectifying unit,
The control unit includes a power generation control means at startup of the internal combustion engine and a power generation control means at normal operation,
The start-up power generation control means is based on start-up monitoring means for monitoring the start-up to completion of the internal-combustion engine, and based on the start-up monitoring of the internal-combustion engine by the start-up monitoring means. The start-up current for setting the output of the control signal to the rectifier unit so that the generated current output from the rectifier unit becomes zero or a minute current value smaller than the minimum current value of the generated current after completion of startup until Value setting means,
The normal operation power generation control means controls the rectification unit after the start of the internal combustion engine and outputs the generated current output from the rectification unit to the load current of the electric device or the operation mode of the magnet power generation unit. Accordingly, the power generation control device is configured to perform fluctuation control. The activation monitoring means includes
2. The power generation control device according to claim 1, wherein activation of the internal combustion engine is monitored by monitoring / detecting a signal input of a rotation period of the magnet type power generator. The activation monitoring means includes
2. The power generation control device according to claim 1, wherein the start of the internal combustion engine is monitored by monitoring / detecting an electric change of a starter motor or a battery that supplies power to the starter motor. The activation monitoring means includes
After the start of the start-up, the rotational speed of the magnet-type power generator is input to calculate the rotational speed, and the rotational speed is monitored to reach a threshold value that is smaller than the rotational speed during idling. The control switching signal for switching to the control by the power generation control means at the time of normal operation is output when the fluctuation range of the rotational speed is monitored and detected to be less than or equal to a threshold value. 2. The power generation control device according to 2.   A straddle-type vehicle comprising the power generation control device according to any one of claims 1 to 4.

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