JP2009033950A - Power supply controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power supply controller which improves fuel consumption of an engine while keeping performance of a power supply unit, by controlling the power supply unit including a permanent magnet synchronous system generator, and an electricity accumulating means such as a secondary battery which is charged by the generator. <P>SOLUTION: An AGC31 is connected to a crankshaft 19 of the diesel engine 10. The AGC31 is the permanent magnet synchronous system generator which is driven by the diesel engine 10 to generate electric power. A battery 37 is connected to the AGC31 through a thyristor 36. An ECU40 detects a voltage of the battery 37 (the battery voltage), keeps the thyristor 36 to be an off state when the battery voltage is a predetermined threshold voltage or more, and keeps the thyristor 36 to be an on state when the battery voltage is less than the threshold voltage. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a power supply control device, and more particularly to a power supply control device applied to a power supply device including a permanent magnet synchronous generator and a power storage unit such as a secondary battery charged by electric power generated in the generator. .

A generator (permanent magnet synchronous generator) that is driven by an engine to generate AC power by the relative rotation of an armature and a permanent magnet, and a secondary battery that is charged by the power generated in the generator. A power supply device is known (for example, refer to Patent Document 1). Also, a generator (electromagnet synchronous generator) that is driven by the engine and generates AC power by the relative rotation of the armature and the electromagnet, and a secondary battery that is charged by the power generated in the generator. Power supply devices are well known.
JP 2006-141143 A

  However, in the power supply device including the permanent magnet synchronous generator, the output voltage of the permanent magnet synchronous generator cannot be controlled like the output voltage of the electromagnet synchronous generator. Charging control cannot be performed.

  That is, in the electromagnetic synchronous generator, the output voltage can be controlled by adjusting the field by adjusting the excitation current. Therefore, in the power supply control device provided with the electromagnetic synchronous generator, the output voltage of the electromagnetic synchronous generator is adjusted with respect to the voltage of the secondary battery, thereby performing charging control of the secondary battery by the generator. can do. On the other hand, in a permanent magnet synchronous generator, since a field is generated by a permanent magnet, the output voltage cannot be controlled by adjusting the field.

  Therefore, in a conventional power supply device equipped with a permanent magnet synchronous generator, by controlling the charging of the secondary battery by the permanent magnet synchronous generator, and by controlling the engine load accompanying the power generation of the generator, The fuel consumption of the engine cannot be improved.

  The present invention has been made to solve the above-described problems, and includes a permanent magnet synchronous generator driven by an engine, and a power storage device such as a secondary battery charged by the generator. The main object of the present invention is to provide a power supply control device that improves the fuel efficiency of the engine while maintaining the performance of the power supply device by controlling the power supply.

  Hereinafter, means for solving the above-described problems and the effects thereof will be described.

  The invention described in claim 1 includes a generator that is driven by an engine to generate AC power by relative rotation of an armature and a permanent magnet, and a storage means that is charged by the power generated in the generator. It is applied to a power supply device that outputs electric power by a generator or an electric storage means. When the charging voltage of the power storage means is equal to or higher than the threshold voltage, the power supply path from the generator to the power storage means is opened (cut off). When the charging voltage of the power storage means is lower than the threshold voltage, the power The supply path is closed (communication).

  Here, when the power supply path from the generator to the power storage means is opened, the load on the engine accompanying the power generation is reduced. In addition, when the charging voltage of the power storage means is equal to or higher than a predetermined voltage (threshold voltage), that is, when the charging state of the power storage means is good, charging of the power storage means is not required, and the electric storage means Can be supplied with power. Therefore, by opening the power supply path when the charging voltage of the power storage means is equal to or higher than the threshold voltage, it is possible to reduce the engine load and increase the fuel consumption while maintaining the performance of the power supply device.

  As the power storage means, a secondary battery (Claim 2) or a capacitor can be employed.

  In the invention according to claim 3, in order to open and close the power supply path from the generator to the power storage means as described above, a switch portion is provided in the power path. Then, the power supply path is opened by turning off the switch part, and the power supply path is closed by turning on the switch part.

  According to the fourth aspect of the present invention, the power supply path opening / closing control by the control means is executed in accordance with the power supply from the power storage means or the power supply from the generator via the switch unit. In such a configuration, since the switch unit is composed of a normally open switch element, the opening / closing control is executed in accordance with the power supply from the power storage means when the engine is started. However, in this case, if the charging voltage of the power storage means is substantially 0 (less than 0 or the operating voltage of the hardware constituting the control means), it becomes impossible to execute the opening / closing control accompanying the power supply from the power storage means, The power supply path remains open. In this regard, the present invention includes a switch-on circuit that is directly supplied with power from the generator at the time of engine start and turns on the switch unit instead of the control means. The power supply path can be closed.

  When the charging voltage of the power storage means is substantially 0, it is assumed that a human-powered starter is used as the engine starter and the engine is started by the starter.

  According to the fifth aspect of the present invention, when the engine can be started by a human-powered starter driven by human power, when the engine is started by the human-powered starter, the power supply path opening / closing control described above is performed. To implement.

  When the engine is started by a human-powered starter, the charging voltage of the power storage means does not change due to the start, so that the charging state of the power storage means can be accurately determined from the charging voltage. As a result, the fuel efficiency of the engine can be improved while reliably maintaining the performance of the power supply device.

  In the invention according to claim 6, when the engine can be started by the electric starter driven by the electric power supplied from the power storage means in addition to the manual starter, the engine is started by the electric starter. In this case, the above-described opening / closing control of the power supply path is performed based on a threshold voltage different from the threshold voltage when the engine is started by the human-powered starter.

  Since the source of driving force is different between the manual starter and the electric starter, the threshold voltage may be made different as described above in consideration of this point.

  For example, when the engine is started by a human-powered starter, the engine can be started by driving the human-powered starter with a large force even if the engine load is large. On the other hand, when the engine is started by the electric starter, the engine cannot be started when the engine load is larger than the driving force generated in the power source of the electric starter. In consideration of this point, the threshold voltage when the engine is started by the electric starter may be lower than the threshold voltage when the engine is started by the human power starter (claim 7). Thus, when the engine is started by the electric starter, power generation by the generator is suppressed, and as a result, the load on the engine is reduced. Therefore, startability by the electric starter of the engine can be improved.

  In the invention described in claim 8, the threshold voltage is variably set according to the engine temperature. Here, the engine load varies with the temperature of the engine. For example, the friction loss in the engine increases as the temperature of the engine decreases. Therefore, by setting the threshold voltage variably according to the engine temperature, that is, by changing the power generation mode by the generator according to the engine load, the engine fuel efficiency can be reduced without degrading the engine startability. Can be enhanced. In this case, the engine temperature can be calculated based on the engine coolant temperature, for example.

  In the ninth aspect of the invention, the acceleration / deceleration state of the engine is determined, and when the engine deceleration state is determined, the power supply path is closed regardless of the charging voltage of the power storage means.

  Thereby, the braking energy in the deceleration state of the engine can be regenerated to the power storage means by the generator. Further, the braking force of the engine can be improved by regenerating braking energy to the power storage means.

  The invention according to claim 10 includes a generator that is driven by an engine to generate AC power by relative rotation of the armature and the permanent magnet, and a power storage unit that is charged by the power generated in the generator, This is a power supply system that outputs power from a generator or power storage means. In the present invention, in particular, the normally open switch unit that opens and closes the power supply path from the generator to the power storage unit, and the power storage unit receives power from the power storage unit or power from the generator through the switch unit. If the detected charging voltage of the power storage means is equal to or higher than the threshold voltage, the power supply path from the generator to the power storage means is opened by the switch unit, and the detected charging voltage of the power storage means is detected. When the voltage is lower than the threshold voltage, a power supply control device that closes the power supply path by the switch unit, and a switch that is powered directly from the generator and that turns on the switch unit instead of the power supply control device when the engine is started An on-circuit.

  Each function of the control means of the present invention is realized by a hardware resource whose function is specified by the configuration itself, a hardware resource whose function is specified by a program, or a combination thereof. The present invention can be specified not only as an apparatus invention but also as a program invention, a recording medium recording the program, and a method invention.

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

(First embodiment)
The first embodiment embodies the present invention as an engine system for a vehicle (for example, a two-wheeled vehicle), and a detailed configuration thereof will be described below. First, a schematic configuration of the engine system will be described with reference to FIG. The engine system includes a gasoline engine 10, a power supply device 30 that supplies electric power to an electric load of the vehicle, and an electronic control device (hereinafter referred to as “ECU”) 40 that controls each part of the engine system.

  An electronically controlled throttle valve 12 is provided upstream of the intake passage 11 of the gasoline engine 10. The throttle valve 12 is driven by a throttle motor 13 to change the flow passage area of the intake passage 11. On the other hand, a fuel injection valve 14 and an intake valve 15 are provided downstream of the intake passage 11. When the intake valve 15 opens, the intake passage 11 and the combustion chamber 16 communicate with each other, and an air-fuel mixture of the fuel injected from the fuel injection valve 14 and the intake air sucked from the upstream of the intake passage 11 flows into the combustion chamber 16. To do. When the air-fuel mixture is combusted by spark discharge by the spark plug 17, the combustion energy is converted into the rotational force of the crankshaft 19 through the piston 18. The air-fuel mixture subjected to combustion is discharged from the exhaust passage 21 when the exhaust valve 20 is opened.

  A kick starter 22 and an electric starter 23 are mechanically connected to the crankshaft 19. The kick starter 22 as a manual starter includes a kick pedal and a power transmission mechanism that transmits power applied to the pedal to the crankshaft 19. The electric starter 23 as an electric starter includes a starter motor and a power transmission mechanism that transmits the power to the crankshaft 19. A starter SW 24 is connected to the electric starter 23, and the electric starter 23 is operated by the starter SW 24.

  A permanent magnet synchronous generator (hereinafter referred to as “AGC”) 31 of a power supply device 30 is mechanically connected to the crankshaft 19. The AGC 31 as a generator has a permanent magnet 32 and an armature 33, and is driven by the crankshaft 19 so that the armature 33 and the permanent magnet 32 rotate relative to each other, thereby generating AC power. ing. Specifically, the permanent magnet 32 is disposed in the rotational direction of a flywheel 34 attached to the crankshaft 19. On the other hand, the armature 33 is provided with a power generation coil 35, and this power generation coil 35 is disposed inside the rotating magnetic field formed by the permanent magnet 32 formed as the crankshaft 19 rotates.

  A battery 37 as a secondary battery is connected to the AGC 31 via a thyristor 36 as a switch unit. The thyristor 36 is arranged with its forward direction directed from the AGC 31 to the battery 37. The AC power generated in the AGC 31 is converted into DC power by the thyristor 36 and used for charging the battery 37.

  The throttle motor 13, the fuel injection valve 14, the ignition plug 17, the starter SW 24, the gate of the thyristor 36, and the battery 37 are connected to the ECU 40. The ECU 40 is an electronic control unit mainly composed of a known microcomputer provided with a CPU, a memory, and the like. The memory stores various programs and parameters. The CPU executes various programs (throttle opening control, fuel injection amount control, ignition timing control) of the engine system according to the engine operating state each time by executing a program stored in the memory. In particular, in this embodiment, the CPU performs charging control of the battery 37 by the AGC 31.

  Next, charging control of the battery 37 by the AGC 31 will be described based on FIGS. 2 and 3. FIG. 2 is a flowchart showing the flow of the start-up charge control program executed when the gasoline engine 10 is started. FIG. 3 is a normal view executed during normal operation of the gasoline engine 10 (during operation other than start-up). It is a flowchart which shows the flow of the charge control program at the time of a driving | operation. These programs are executed by the ECU 40 at a predetermined cycle (every predetermined crank angle or at a predetermined time cycle).

(Charge control at start-up)
When the ECU 40 determines that the predetermined time has not elapsed since the start of the gasoline engine 10, the ECU 40 executes the start-up charge control program shown in FIG. According to this program, charging control of the battery 37 by the AGC 31 is performed based on the voltage of the battery 37 (hereinafter referred to as “battery voltage”). Specifically, the battery voltage is compared with a threshold voltage (a predetermined voltage set for each starting method of the gasoline engine 10), and charging of the battery 37 by the AGC 31 is permitted or prohibited according to the comparison result. Here, the second threshold voltage used when the gasoline engine 10 is started by the kick starter 22 is set higher than the first threshold voltage used when the gasoline engine 10 is started by the electric starter 23. ing.

  In step S10 shown in FIG. 2, the ECU 40 determines a starting method. Specifically, the ECU 40 determines whether the starter SW 24 has been operated, for example. Specifically, when the starter SW 24 is operated, it is determined that the gasoline engine 10 is started by the electric starter 23. When the starter SW 24 is not operated, the gasoline engine 10 is started by the kick starter 22. It is determined that the engine has been started. When the ECU 40 determines that the gasoline engine 10 has been started by the electric starter 23, the ECU 40 proceeds to step S11. When the ECU 40 determines that the gasoline engine 10 has been started by the kick starter 22, the ECU 40 proceeds to step S12. .

  In step S11, the ECU 40 detects the battery voltage and determines whether the battery voltage is equal to or higher than the first threshold voltage. If the ECU 40 determines that the battery voltage is lower than the first threshold voltage, the ECU 40 proceeds to the process of step S13. If the ECU 40 determines that the battery voltage is equal to or higher than the first threshold voltage, the ECU 40 proceeds to the process of step S14. On the other hand, in step S12, the ECU 40 detects the battery voltage and determines whether or not the battery voltage is equal to or higher than the second threshold voltage. When the ECU 40 determines that the battery voltage is lower than the second threshold voltage, the ECU 40 proceeds to the process of step S13. When the ECU 40 determines that the battery voltage is equal to or higher than the second threshold voltage, the ECU 40 proceeds to the process of step S14.

  In step S13, the ECU 40 closes the power supply path from the AGC 31 to the battery 37. Specifically, the thyristor 36 is turned on. On the other hand, in step S <b> 14, the ECU 40 opens a power supply path from the AGC 31 to the battery 37. Specifically, the ECU 40 turns off the thyristor 36. And ECU40 complete | finishes the process of this charge control program at the time of starting, after performing the process of step S13 or step S14.

(Charge control during normal operation)
When the ECU 40 determines that a predetermined time has elapsed since the start of the gasoline engine 10, the ECU 40 executes a normal operation charge control program shown in FIG. According to this program, the charging control of the battery 37 by the AGC 31 is performed according to the operating state (constant speed / acceleration / deceleration) of the gasoline engine 10. That is, during constant speed operation or acceleration operation of the gasoline engine 10, charging of the battery 37 by the AGC 31 is permitted or prohibited based on the battery voltage. During deceleration operation of the gasoline engine 10, charging of the battery 37 by the AGC 31 is always permitted. Is done.

  In step S20 shown in FIG. 3, the ECU 40 determines the operating state (constant speed / acceleration / deceleration) of the gasoline engine 10. Specifically, the ECU 40 calculates the amount of change per hour with respect to the rotation speed of the gasoline engine 10, and determines the operating state based on the amount of change. In addition, an acceleration sensor may be provided and a driving | running state may be determined based on the detection signal of the sensor.

  When it is determined in step S20 that the gasoline engine 10 is operating at a constant speed or in acceleration, the ECU 40 acquires a battery voltage in step S21 and determines whether or not the battery voltage is equal to or higher than a third threshold voltage. . When the ECU 40 determines that the battery voltage is equal to or higher than the third threshold voltage, the ECU 40 proceeds to the process of step S22. When the ECU 40 determines that the battery voltage is lower than the third threshold voltage, the ECU 40 proceeds to the process of step S23. On the other hand, when it is determined in step S20 that the gasoline engine 10 is in a decelerating operation, the ECU 40 proceeds to the process of step S23.

  In step S22, the ECU 40 opens a power supply path from the AGC 31 to the battery 37. Specifically, the ECU 40 turns off the thyristor 36. On the other hand, in step S23, the ECU 40 closes the power supply path from the AGC 31 to the battery 37. Specifically, the ECU 40 turns on the thyristor 36. And ECU40 complete | finishes the process of this time normal operation charge control program, after performing the process of step S22 or step S23.

  Next, the operation of the engine system will be described with reference to FIGS. 4 is a timing chart showing the operation at the time of starting by the electric starter 23, FIG. 5 is a timing chart showing the operation at the time of starting by the kick type starter 22, and FIG. It is a timing chart which shows the action | operation at the time of deceleration driving | operation. 4 and 5, (a) shows on / off of the electric starter 23, (b) shows the rotation speed of the gasoline engine 10, (c) shows the battery voltage, and (d) shows the thyristor 36. Indicates on / off. In FIG. 6, (a) shows the rotational speed of the gasoline engine 10, (b) shows the battery voltage, and (c) shows on / off of the thyristor 36. In FIG. 6, it is assumed that the battery voltage is equal to or higher than the third threshold voltage Vth3 over the entire period.

(Operation when starting with an electric starter)
When the starter SW 24 is turned on at the timing t1 shown in FIG. 4, the gasoline engine 10 is operated by the driving force of the electric starter 23 (see FIGS. 4A and 4B). At this time, since electric power is supplied from the battery 37 to the electric starter 23, the battery voltage temporarily decreases (see FIG. 4C). During the period from the timing t1 to the timing t4 when a predetermined time elapses, the ECU 40 executes a start-up charge control program.

  At timings t1 to t2, the battery voltage is lower than the first threshold voltage Vth1 (for example, 10V). Therefore, the thyristor 36 is turned on by the control of the ECU 40 (see FIG. 4D). At this time, although electric power is supplied from the AGC 31 to the battery 37, the electric starter 23 consumes electric power, so that the battery voltage does not increase.

  When the first explosion occurs at the timing t2, the engine rotational speed thereafter increases to an idling rotational speed (for example, 1500 rpm). During this time, the battery 37 is charged by the electric power generated in the AGC 31, and the battery voltage gradually increases. When the battery voltage reaches the first threshold voltage Vth1 at timing t3, the thyristor 36 is turned off under the control of the ECU 40, and the power supply from the AGC 31 to the battery 37 is stopped. Thereby, although the battery voltage rises for a while after the timing t3, the battery voltage gradually decreases thereafter.

  When a predetermined time has elapsed from the timing t1, the ECU 40 executes the normal charging control program instead of the starting charging control program. That is, charge control based on the third threshold voltage Vth3 (for example, 13V) higher than the first threshold voltage Vth1 is performed. As a result, the thyristor 36 is turned on under the control of the ECU 40, and the power supply from the AGC 31 to the battery 37 is resumed. Thereby, although the battery voltage decreases for a while after the timing t4 when a predetermined time elapses from the timing t1, the battery voltage gradually increases thereafter.

  When the battery voltage rises to the third threshold voltage Vth3 at timing t5, the thyristor 36 is turned off under the control of the ECU 40, and the power supply from the AGC 31 to the battery 37 is stopped. As a result, although the battery voltage increases for a while after the timing t5, the battery voltage gradually decreases thereafter.

  When the battery voltage drops to the third threshold voltage Vth3 at timing t6, the thyristor 36 is turned on by the control of the ECU 40, and the power supply from the AGC 31 to the battery 37 is resumed. Thereby, although the battery voltage decreases for a while after the timing t6, the battery voltage gradually increases thereafter. Thereafter, similarly, the battery voltage is controlled to approximately the third threshold voltage Vth3.

(Operation when starting with a kick type starter)
When the kick pedal of the kick starter 22 is depressed at the timing t10 shown in FIG. 5, the gasoline engine 10 is operated by the driving force of the kick starter 22 (see FIG. 5B). At the time of starting with the kick type starter 22, the battery voltage does not change due to the starting (see FIG. 5C).

  When the kick starter 22 is started, charge control based on the second threshold voltage (for example, 11 V) is performed. That is, when the battery voltage reaches the second threshold voltage at timing t11, the thyristor 36 is turned off under the control of the ECU 40, and the power supply from the AGC 31 to the battery 37 is stopped. Thereby, although the battery voltage increases for a while after the timing t11, the battery voltage gradually decreases thereafter. The operation of the gasoline engine 10 after the timing t12 when a predetermined time has elapsed from the timing t10 is substantially the same as the operation of the gasoline engine 10 after the time t4 in FIG.

(Operation during constant speed operation, acceleration operation, and deceleration operation)
In the period from timing t20 to t21 shown in FIG. 6, the gasoline engine 10 is accelerating operation in which the engine speed increases, and in the period from timing t21 to t22, the gasoline engine 10 is operated at a constant speed with almost no change in engine speed. (See FIG. 6 (a)). Further, as described above, since the battery voltage is equal to or higher than the third threshold voltage (for example, 13 V) (see FIG. 6B), in both periods, the thyristor 36 is turned off by the control of the ECU 40 (FIG. 6 ( c)), the power supply from the AGC 31 to the battery 37 is stopped.

  On the other hand, during the period from timing t22 to t23, the gasoline engine 10 is operated at a reduced speed at which the engine speed decreases (see FIG. 6A). During the deceleration operation, the thyristor 36 is turned on regardless of the battery voltage (see FIG. 6C). As a result, electric power is supplied from the AGC 31 to the battery 37.

  According to the embodiment described in detail above, the following excellent effects can be obtained.

  A thyristor 36 is provided in the power supply path from the AGC 31 to the battery 37 so that the power supply path can be opened. According to this configuration, by opening the power supply path by the thyristor 36, the electromagnetic force acting between the power generation coil 35 and the permanent magnet 32 is suppressed, and the load on the gasoline engine 10 accompanying power generation is reduced. Can do.

  In addition, when the battery voltage is equal to or higher than a threshold voltage (first threshold voltage, second threshold voltage, or third threshold voltage) at the start of the gasoline engine 10, constant speed operation, and acceleration operation, the AGC 31 Charging of the battery 37 by the AGC 31 is prohibited by opening a power supply path from the battery to the battery 37. When the battery voltage is lower than the threshold voltage, the battery 37 is charged by the AGC 31 by closing the power supply path. Was allowed. Here, when the battery voltage is equal to or higher than the threshold voltage, that is, when the state of charge of the battery 37 is good, the battery 37 does not need to be charged, and the battery 37 can supply power to the electric load. Therefore, by prohibiting charging of the battery 37 by the AGC 31 when the battery voltage is equal to or higher than the threshold voltage, it is possible to reduce the load on the gasoline engine 10 and increase its fuel efficiency while maintaining the performance of the power supply device 30.

  In addition, during the deceleration operation of the gasoline engine 10, the power supply path from the AGC 31 to the battery 37 is closed regardless of the battery voltage. Thereby, since charging of the battery 37 by the AGC 31 is always permitted as long as the gasoline engine 10 is decelerated, the braking energy during the deceleration operation can be regenerated to the battery 37.

  Further, the first to third threshold voltages were varied. Thereby, charging of the battery 37 by the AGC 31 can be controlled according to the operating state of the gasoline engine 10.

  In particular, the first threshold voltage is set lower than the second threshold voltage. Here, when the gasoline engine 10 is started by the kick starter 22, the kick starter 22 is driven with a large force even when the load of the gasoline engine 10 is large (the kick pedal is stepped on with a large force). Thus, the gasoline engine 10 can be started. On the other hand, when the gasoline engine 10 is started by the electric starter 23, the load of the gasoline engine 10 is larger than the driving force generated in the power source of the electric starter 23 (the load of the gasoline engine 10 is the drive of the starter motor). When it is greater than the power), the gasoline engine 10 cannot be started.

  In this regard, if the first threshold voltage is made lower than the second threshold voltage as described above, when the gasoline engine 10 is started by the electric starter 23, power generation by the AGC 31 is suppressed, and the load on the gasoline engine 10 is reduced. Is done. Thereby, the startability by the electric starter 23 of the gasoline engine 10 can be improved. Note that by setting the first threshold voltage to 0 V, it is possible to prohibit power generation by the AGC 31 when the gasoline engine 10 is started by the electric starter 23.

(Second Embodiment)
The second embodiment embodies the present invention as an engine system for a battery-less vehicle (particularly a motorcycle).

  First, the configuration of the engine system according to the present embodiment will be described with reference to FIG. In addition, the same code | symbol is attached | subjected to the component substantially the same as the component of 1st Embodiment, and those description is abbreviate | omitted.

  The engine system according to the present embodiment does not include an electric starter, and only the kick starter 22 is mechanically connected to the crankshaft 19. Similar to the power supply device 30 of the first embodiment, the power supply device 50 includes an AGC 31 and a thyristor 36. However, instead of the battery 37 (see FIG. 1) of the first embodiment, a capacitor 51 as a power storage unit is connected to the AGC 31 via a thyristor 36. The ECU 40 is connected to the output end of the power supply device 50 via a power supply line (not shown). That is, the ECU 40 is included in the vehicle body electrical load. The ECU 40 receives power from the ACG 31 or the capacitor 51 and performs on / off control of the thyristor 36.

  Here, the thyristor 36 is a normally open switch element, and when the gasoline engine 10 is started, the ECU 40 performs on / off control of the thyristor 36 in accordance with power supply from the capacitor 51. However, the capacitor generally has a smaller amount of energy that can be stored than the battery, and the charging voltage is greatly reduced by discharging compared to the battery. In particular, in a power supply device for a motorcycle, a capacitor having a small physique, that is, a capacitor having a small amount of energy that can be stored, is employed from the viewpoint of reducing the cost and size of the power supply device. Therefore, it is conceivable that the charging voltage of the capacitor 51 is substantially 0 (0 or less than the operating voltage of the ECU 40) when the gasoline engine 10 is started (immediately before starting and immediately after starting).

  Therefore, in the present embodiment, a thyristor opening / closing circuit 52 that directly receives power from the AGC 31 and turns the thyristor 36 on and off is provided between the ECU 40 and the thyristor 36. The thyristor opening / closing circuit 52 outputs an opening / closing signal for turning off the thyristor 36 when a control signal for turning off the thyristor 36 is input from the ECU 40. In other cases, that is, the thyristor 36 is turned on from the ECU 40. When an appropriate control signal is input from the ECU 40, an open / close signal for turning on the thyristor 36 is output. 7 illustrates the thyristor switching circuit 52 provided in the power supply circuit 50. However, the thyristor switching circuit 52 may be provided in the ECU 40 or as hardware different from the power supply circuit 50 and the ECU 40. It may be configured.

  Next, the operation of the thyristor switching circuit 52 when the gasoline engine 10 is started will be described. In the following description, it is assumed that the charging voltage of the capacitor 51 is substantially zero immediately before the gasoline engine 10 is started.

  Before the gasoline engine 10 is started, since the charging voltage of the capacitor 51 is substantially zero, the ECU 40 is not operating. When the kick starter 22 is operated, the crankshaft 19 rotates and AC power is generated in the ACG 31. This electric power is supplied to the thyristor switching circuit 52. The thyristor open / close circuit 52 receives this power supply and outputs an open / close signal for turning on the thyristor 36. As a result, the thyristor 36 is turned on, and electric power is supplied from the ACG 31 to the ECU 40 via the thyristor 36. Thereafter, when the power supply voltage from the ACG 31 to the ECU 40 becomes equal to or higher than the operating voltage of the ECU 40, the ECU 40 starts operating. Thereby, each part of an engine system is controlled by ECU40, and gasoline engine 10 is started.

  Next, charging control of the capacitor 51 during normal operation of the gasoline engine 10 will be described with reference to FIG. FIG. 8 is a flowchart showing a flow of a charge control program applied during normal operation of the gasoline engine 10. This program is executed by the ECU 40 at a predetermined cycle (every predetermined crank angle or at a predetermined time cycle) after a predetermined time has elapsed since the gasoline engine 10 was started.

  The charge control described below is the control of the thyristor 36 based on the battery voltage VB of the battery 37 in that the thyristor 36 is controlled based on the charge voltage VC of the capacitor 51 (see FIG. 3). ) Is different.

  In step S30 shown in FIG. 8, the ECU 40 determines the operating state (constant speed / acceleration / deceleration) of the gasoline engine 10 in the same manner as in step S20 shown in FIG.

  When it is determined in step S30 that the gasoline engine 10 is operating at a constant speed or an acceleration, the ECU 40 acquires the charging voltage VC of the capacitor 51 and determines whether the charging voltage VC is equal to or higher than the fourth threshold voltage Vth4. To do. When the ECU 40 determines that the charging voltage VC is equal to or higher than the fourth threshold voltage Vth4, the ECU 40 proceeds to the process of step S32. When the ECU 40 determines that the charging voltage VC is lower than the fourth threshold voltage Vth4, the process of step S33 is performed. Proceed to On the other hand, when it is determined in step S30 that the gasoline engine 10 is in a decelerating operation, the ECU 40 proceeds to the process of step S33.

  In step S32, the ECU 40 outputs a control signal for turning on the thyristor 36 to the thyristor opening / closing circuit 52. Thereby, a power supply path from the AGC 31 to the capacitor 51 is opened. On the other hand, in step S <b> 33, the ECU 40 outputs a control signal for turning off the thyristor 36 to the thyristor opening / closing circuit 52. As a result, the power supply path from the AGC 31 to the capacitor 51 is closed. And ECU40 complete | finishes the process of this time normal operation charge control program, after performing the process of step S32 or step S33.

  According to the present embodiment described in detail above, in the battery-less vehicle engine system, the fuel efficiency of the gasoline engine 10 can be improved while maintaining the performance of the power supply circuit 50 as in the first embodiment. Further, the braking energy during the deceleration operation can be regenerated to the battery 37.

  Further, the power supply device 50 is provided with a thyristor opening / closing circuit 52 that directly receives power from the ACG 31 and turns on the thyristor 36 instead of the ECU 40 when the gasoline engine 10 is started. As a result, even if the charging voltage of the capacitor 51 is substantially zero when the gasoline engine 10 is started, the gasoline engine 10 can be started by the kick starter 22.

(Other embodiments)
The present invention is not limited to the description of the above embodiment, and may be implemented as follows, for example.

  In the above embodiment, the charging control of the power supply device 30 is performed based on a preset threshold voltage. However, the threshold voltage may be variably set.

  For example, the threshold voltage may be variably set according to the temperature of the gasoline engine 10. In this case, the temperature of the gasoline engine 10 may be calculated from a detection signal of a water temperature sensor that detects the coolant temperature of the gasoline engine 10, for example. The load of the gasoline engine 10 varies depending on the temperature of the gasoline engine 10. For example, the friction loss in the gasoline engine 10 increases as the temperature of the gasoline engine 10 decreases. Therefore, the startability of the gasoline engine 10 is lowered by variably setting the threshold voltage according to the temperature of the gasoline engine 10 as described above, that is, by changing the power generation mode by the AGC 31 according to the load of the gasoline engine 10. Therefore, the fuel efficiency of the gasoline engine 10 can be effectively increased.

  In the above embodiment, the charging control of the power storage means (battery 37, capacitor 51) by the AGC 31 during the constant speed operation, the acceleration operation, and the deceleration operation of the gasoline engine 10 has been described. However, it is also possible to set a threshold voltage corresponding to other operating states during idle operation, warm-up operation, or the like of the gasoline engine 10, and to perform the above-described charging control based on the corresponding threshold voltage in each operating state. For example, since the operation of the gasoline engine 10 becomes relatively unstable during idle operation or warm-up operation, it is desirable to reduce the load on the engine 10. Therefore, it can be considered that the threshold voltage corresponding to the idling operation or the warm-up operation is lower than the third threshold voltage.

  In the above embodiment, the charging of the power storage means (battery 37 and capacitor 51) by the AGC 31 is always permitted during the deceleration operation of the gasoline engine 10. However, the threshold voltage corresponding to the deceleration operation of the gasoline engine 10 may be set, and the above-described charging control may be executed based on the corresponding threshold voltage during the deceleration operation.

  Further, in the above embodiment, during acceleration operation and constant speed operation of the gasoline engine 10, charging of the power storage means is permitted or prohibited according to the charging voltage of the power storage means (battery 37, capacitor 51). However, during acceleration operation, regardless of the charging voltage of the power storage means, a power supply path from the generator (ACG 31) to the power storage means (battery 37, capacitor 51) is opened to prohibit charging of the power storage means. Also good. In this case, the load caused by the ACG 31 of the gasoline engine 10 during acceleration operation of the gasoline engine 10 can be reduced. Thereby, it is possible to improve drivability during acceleration of the vehicle.

  In the first embodiment, the first threshold voltage is set lower than the second threshold voltage. However, the first threshold voltage may be higher than the second threshold voltage. For example, when the gasoline engine 10 is started by the electric starter 23, it is conceivable that the battery voltage after the start becomes equal to or lower than the operating voltage of the ECU 40. In this case, even if the gasoline engine 10 can be started, the gasoline engine 10 may not operate normally. In consideration of this point, it is conceivable to promote the power generation by the AGC 31 when the gasoline engine 10 is started by the electric starter 23 by setting the first threshold voltage higher than the second threshold voltage as described above.

  Moreover, in the said 1st Embodiment, although 1st threshold voltage-3rd threshold voltage were varied, these arbitrary combinations are good also as the same voltage. In addition, the charging control during the constant speed operation and the acceleration operation is performed based on the same third threshold voltage, but the threshold voltages in both operation states may be different from each other. Further, hysteresis may be provided for each of the first to third threshold voltages.

  In the first embodiment, the power supply path from the AGC 31 to the battery 37 is opened and closed by the thyristor 36 as a switch unit. However, such a switch unit may be a transistor or may be configured by a circuit including a plurality of elements (transistors, thyristors, etc.).

  In the first embodiment, the charging control at the start is performed until a predetermined time has elapsed from the start of the gasoline engine 10, and the charging control at the normal operation is performed after the predetermined time has elapsed from the start of the gasoline engine 10. did. That is, based on the elapsed time from the start of the gasoline engine 10, it is determined whether or not the operating state of the engine 10 is at the start. However, it may be determined based on the rotational speed of the gasoline engine 10 whether or not the operating state of the engine 10 is at the time of starting.

  In the above embodiment, the engine system including the kick starter 22 and the electric starter 23 has been described. However, the present invention is an engine system including only the electric starter 23 in an engine system including only the kick starter 22. It is also applicable to. Further, the present invention may be applied to an engine system other than for a vehicle, or may be applied to an engine system mainly composed of an engine other than a gasoline engine (for example, a diesel engine).

The figure which shows the structure of the engine system by 1st Embodiment. The flowchart which shows the flow of the charge control program at the time of starting. The flowchart which shows the flow of the charge control program at the time of normal driving | operation. The timing chart which shows the action | operation at the time of the start by an electric starter. The timing chart which shows the action | operation at the time of the start by a kick type starter. Timing chart showing operation during constant speed operation, acceleration operation, and deceleration operation. The figure which shows the structure of the engine system by 2nd Embodiment. The flowchart which shows the flow of the charge control program at the time of normal driving | operation.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Gasoline engine (engine), 11 ... Intake passage, 12 ... Throttle valve, 13 ... Throttle motor, 14 ... Fuel injection valve, 15 ... Intake valve, 16 ... Combustion chamber, 17 ... Spark plug, 19 ... Crankshaft, 20 ... exhaust valve, 21 ... exhaust passage, 22 ... kick starter (manual starter), 23 ... electric starter (electric starter), 24 ... starter SW, 30, 50 ... power supply, 31 ... AGC (power generation) Machine), 32 ... permanent magnet, 33 ... armature, 35 ... power generation coil, 36 ... thyristor (switch part), 37 ... battery (secondary battery, power storage means), 40 ... ECU (voltage detection means, control means, Setting means), 51... Capacitor (power storage means), 52... Thyristor switching circuit (switch-on circuit).

Claims (10)

A generator that is driven by an engine to generate AC power by relative rotation of an armature and a permanent magnet, and a storage unit that is charged by the power generated in the generator, and the generator or the storage unit Applied to power supply that outputs power,
Voltage detection means for detecting a charging voltage of the power storage means;
When the charging voltage of the power storage means detected by the voltage detection means is equal to or higher than a threshold voltage, the power supply path from the generator to the power storage means is opened, and the power storage detected by the voltage detection means Control means for closing the power supply path when the charging voltage of the means is lower than the threshold voltage;
A power supply control device comprising: The power supply device includes a secondary battery as the power storage means,
The power supply control device according to claim 1, wherein the control unit controls opening and closing of the power supply path based on a charging voltage of the secondary battery. The power supply device includes a switch unit that is provided in the power supply path and opens and closes the power supply path.
3. The power supply according to claim 1, wherein the control unit opens the power supply path by turning off the switch unit, and closes the power supply path by turning on the switch unit. 4. Control device. A power supply control device that receives power supply from the power storage means or power supply from the generator via the switch unit, and performs opening / closing control of the power supply path by the control means along with the power supply,
The switch unit is a normally open switch element that is switched on / off by the control means.
The power supply control device according to claim 3, further comprising a switch-on circuit that is directly supplied with power from the generator and that turns on the switch unit in place of the control unit when the engine is started. The engine can be started by a manual starter driven by human power,
The power supply control device according to any one of claims 1 to 3, wherein the control unit performs opening / closing control of the power supply path when the engine is started by the human-powered starter. The engine can be started by an electric starter driven by electric power supplied from the power storage means,
The control means opens and closes the power supply path when the engine is started by the electric starter based on a threshold voltage different from a threshold voltage when the engine is started by the human power starter. The power supply control apparatus according to claim 5, wherein control is performed.   The power supply control device according to claim 6, wherein a threshold voltage when the engine is started by the electric starter is lower than a threshold voltage when the engine is started by the manual starter.   The power supply control device according to any one of claims 1 to 7, further comprising setting means for variably setting the threshold voltage according to a temperature of the engine. Determination means for determining an acceleration / deceleration state of the engine;
9. The control unit according to claim 1, wherein when the determination unit determines that the engine is decelerated, the control unit closes the power supply path regardless of a charging voltage of the power storage unit. The power supply control device described in 1. A generator that is driven by an engine to generate AC power by relative rotation of an armature and a permanent magnet, and a storage unit that is charged by the power generated in the generator, and the generator or the storage unit In a power supply system that outputs power,
A normally open switch unit for opening and closing a power supply path from the generator to the power storage means;
When power supply from the power storage means or power supply from the generator via the switch unit is received to detect a charge voltage of the power storage means, and the detected charge voltage of the power storage means is equal to or higher than a threshold voltage The power supply path from the generator to the power storage means is opened by the switch unit, and when the detected charging voltage of the power storage means is lower than the threshold voltage, the power supply path is set by the switch unit. A power control device to be closed;
A switch-on circuit that is powered directly from the generator and that turns on the switch unit on behalf of the power supply control device when starting the engine;
A power supply system comprising:

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