JP2010028965A - Voltage control apparatus for vehicle generator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To concurrently attain assurance of high engine startability not depending upon an ambient temperature of a vehicle and improvement in vehicle fuel consumption, in a voltage control apparatus for a vehicle generator equipped with an engine controller, which promotes power supply from a generator to a battery when a vehicle is in a deceleration state or suppresses power supply from the generator to the battery when the vehicle is in a non-deceleration state by controlling an output voltage of the vehicle generator. <P>SOLUTION: The engine controller is configured to control a generator output voltage to an M level voltage (to execute processing in step SA9) for suppression prohibition of power supply from the generator to the battery in the case a remaining battery capacity becomes equal to or less than a predetermined lower-limit capacity (NO in step SA8) when the engine controller determines that the vehicle is under a non-deceleration state and further to change the predetermined lower-limit capacity according to an ambient temperature. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention controls the output voltage of the vehicular generator to promote power supply from the generator to the battery when the vehicle is in a decelerating state, while the vehicle is in an accelerating state or a constant speed state. The present invention belongs to a technical field related to a voltage control device for a vehicular generator provided with voltage control means for suppressing power supply from the generator to the battery.

  In this type of vehicle generator voltage control device, when the vehicle is in an acceleration state or a constant speed state (that is, a non-deceleration state), the power from the generator to the battery is controlled by the output voltage control of the generator by the voltage control means. Supply (battery charge) is suppressed and power supply (battery discharge) from the battery to the vehicle electrical load is promoted. As a result, the battery is in a deeply discharged state (the remaining capacity of the battery is less than the predetermined lower limit capacity) due to the discharge. Various techniques have been proposed to prevent this from happening.

For example, in the voltage control device disclosed in Patent Document 1, when the vehicle is in a non-decelerated state, the voltage control unit suppresses power supply from the generator to the battery when the remaining capacity of the battery falls below a predetermined lower limit capacity. The output voltage of the generator is controlled to prohibit the control.
JP 2004-180478 A

  By the way, in a low temperature environment where the outside air temperature of the vehicle is low, such as in winter, the engine startability after leaving the vehicle is usually worse than in a high temperature environment such as summer, so a sufficient remaining battery capacity (battery voltage) is secured. It is necessary to keep. Therefore, when the voltage control device disclosed in Patent Document 1 is mounted on the vehicle, it is preferable to set the predetermined lower limit capacity higher in advance.

  However, if the predetermined lower limit capacity is increased, when the vehicle is in a non-decelerated state (accelerated state or constant speed state), the remaining capacity of the battery will soon reach the predetermined lower limit capacity due to its discharge. Since the power supply suppression control from the generator to the battery by the control means is immediately prohibited and the power supply from the generator to the battery is started, the engine load for driving the generator increases and the fuel consumption of the vehicle deteriorates. There is a problem, and in particular, in a high temperature environment, there is a problem that fuel efficiency loss is remarkably increased by increasing the predetermined lower limit capacity even though the engine startability is relatively good.

  The present invention has been made in view of such a point, and an object of the present invention is to control the output voltage of the vehicular generator so that the power from the generator to the battery can be reduced when the vehicle is in a decelerating state. Contrary to the configuration and control method of the voltage control device for a vehicle generator having voltage control means for suppressing the supply of power from the generator to the battery when the vehicle is in a non-decelerated state while promoting the supply. In other words, it is intended to achieve both good engine startability (improvement of engine startability) that is not influenced by the outside air temperature of the vehicle and improvement of fuel consumption of the vehicle.

  In order to achieve the above object, the present invention prohibits suppression of power supply from the generator to the battery when the remaining capacity of the battery falls below a predetermined lower limit capacity when the vehicle is in an acceleration state or a constant speed state. Furthermore, the predetermined lower limit capacity is changed according to the outside air temperature.

  Specifically, in the invention of claim 1, the generator is driven by the engine of the vehicle to supply electric power to the electric load and the battery of the vehicle, and the output voltage of the generator is controlled, so that the vehicle Voltage control means for promoting power supply from the generator to the battery when in a decelerating state and suppressing power supply from the generator to the battery when the vehicle is in an accelerating state or a constant speed state; The object is a voltage control device for a vehicular generator provided.

  And the battery remaining capacity detection means for detecting the remaining capacity of the battery, and the outside air temperature detection means for detecting the outside air temperature of the vehicle when the vehicle is in the neglected state, the voltage control means, In the case where the vehicle is in an acceleration state or a constant speed state, when the remaining battery capacity detected by the battery remaining capacity detection means is less than or equal to a predetermined lower limit capacity, suppression of power supply from the generator to the battery is suppressed. It is assumed that the predetermined lower limit capacity is changed in accordance with the outside air temperature detected by the outside air temperature detecting means.

  According to this configuration, by controlling the output voltage of the generator by the voltage control means, when the vehicle is in a decelerating state, the power supply from the generator to the battery can be promoted to recover the deceleration energy, and the vehicle is accelerated. When the vehicle is in a state or a constant speed state (hereinafter referred to as a non-decelerated state), it is possible to reduce the engine load by suppressing power supply from the generator to the battery, and to improve the fuel efficiency of the vehicle Become.

  Here, when the vehicle is in a non-decelerated state after the engine is started, the generator output voltage is controlled by the voltage control means so as to suppress power supply from the generator to the battery, and the remaining capacity of the battery decreases. On the other hand, when the remaining capacity of the battery reaches a predetermined lower limit capacity, the voltage control means controls the generator output voltage so as to prohibit the suppression of the power supply (that is, to promote the power supply), and the remaining capacity of the battery is changed. Start to increase. Therefore, the remaining capacity of the battery does not fall below the predetermined lower limit capacity, and it is possible to reliably prevent the battery from being in a deep discharge state and improve engine startability.

  In the present invention, the predetermined lower limit capacity is changed by the voltage control means according to the vehicle outside air temperature detected by the outside air temperature detecting means. For this reason, the predetermined lower limit capacity can be set to an optimum value according to the outside air temperature, that is, a value that can increase the fuel efficiency of the vehicle as much as possible without impairing the engine startability. It is possible to achieve both good engine startability that is not affected by the improvement of fuel efficiency of the vehicle.

  According to a second aspect of the present invention, in the first aspect of the present invention, the voltage control means detects a minimum outside air temperature detected by the outside air temperature detecting means, which is the minimum value of the outside air temperature while the vehicle is left unattended. It is assumed that the predetermined lower limit capacity is increased as the value is lower.

  According to this configuration, the voltage control means has a predetermined lower limit capacity in the high temperature environment because the minimum value of the outside air temperature detected by the outside air temperature detection means is usually lower in the low temperature environment than in the high temperature environment. Reduce compared to.

  Therefore, in a low-temperature environment, the predetermined lower limit capacity is increased to ensure a sufficient remaining battery capacity, so that the engine startability can be sufficiently ensured. In a high-temperature environment, the predetermined lower limit capacity is reduced to a low temperature. By reducing the value below the value in the environment, fuel consumption loss due to the predetermined lower limit capacity being set higher than necessary can be reduced. Therefore, the same effect as that of the invention of claim 1 can be obtained more reliably.

  As described above, according to the voltage control device for a vehicle generator of the present invention, when the remaining capacity of the battery is equal to or lower than a predetermined lower limit capacity when the vehicle is in a non-decelerated state, power is supplied from the generator to the battery. In addition, the predetermined lower limit capacity is changed according to the outside air temperature, so that both improvement in engine startability and improvement in fuel consumption of the vehicle can be achieved.

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

  FIG. 1 shows a voltage control device 100 for a vehicular generator 1 according to an embodiment of the present invention. This voltage control device 100 starts from the generator 1 when the vehicle is in a deceleration state in order to improve the fuel consumption of the vehicle. While the power supply to the battery 3 is promoted, the generator output voltage is controlled so as to suppress the power supply from the generator 1 to the battery 3 when the vehicle is in an acceleration state or a constant speed state (hereinafter referred to as a non-deceleration state). To do. In addition, although mentioned later in detail, the voltage control apparatus 100 prohibits suppression of the electric power supply from the generator 1 to the battery 3 under predetermined conditions even if the vehicle is in a non-decelerated state.

  The vehicle generator 1 (hereinafter referred to as the generator 1) includes an alternator (also referred to as an AC generator) connected to a crankshaft 51 of an engine 50 via an auxiliary machine belt and a power transmission pulley, and the alternator. It has an IC regulator or the like for adjusting the output voltage of the (generator 1), and is controlled so that the generator output voltage becomes the target output voltage by an engine controller 5 described later.

  The generator 1 is configured to be electrically connected to a vehicle electrical load 2 and a battery 3 so that power can be supplied (charged) to each of the generator 1 and the battery 3 is further electrically connected to the vehicle electrical load 2. It is connected so that electric power can be supplied to the vehicle electrical load 2 by discharging. Here, the vehicle electrical load 2 includes a power window device, a vehicle audio device, a vehicle air conditioner, and the like.

  The battery 3 is composed of, for example, a lead storage battery having a rating of 12 V that is generally used for automobiles. In FIG. 1, reference numeral 7 denotes a battery current sensor for detecting charge / discharge current to the battery 3. .

  The battery current sensor 7 is provided with a battery temperature detection sensor 6 (shown separately from the battery current sensor 7 in FIG. 1) for detecting the battery temperature, and the detection signal is sent to the engine controller 5. Is output. The battery current sensor 7 outputs a detection signal to the engine controller 5 not only when the ignition switch of the vehicle is on but also when the vehicle is left off when the ignition switch is off.

  The voltage control device 100 includes the battery temperature detection sensor 6, the battery current sensor 7, an accelerator opening sensor 8 that detects an accelerator opening, an engine rotation speed sensor 9 that detects an engine rotation speed, and a vehicle It includes a vehicle speed sensor 10 for detecting speed, and an engine controller 5 (corresponding to voltage control means) connected to each of the sensors 6 to 10 so as to be able to send and receive signals. Based on the detection signals from the sensors 6 to 10, the operating state (engine output and engine torque) of the engine 50 is controlled and the output voltage of the generator 1 is controlled.

  Next, the output voltage control process of the generator 1 in the engine controller 5 will be described in detail based on the flowchart of FIG.

  First, in step SA1, each detection signal is read from the accelerator opening sensor 8, the engine speed sensor 9, and the vehicle speed sensor 10, and the engine speed, the accelerator opening, and the vehicle speed are determined based on the read detection signals. calculate.

  In step SA2, it is determined whether or not the battery forced charging control for forcibly charging the battery 3 to determine the initial capacity of the battery 3 is being performed. If this determination is YES, the process proceeds to step SA7. If there is, the process proceeds to step SA3.

Specifically, this forced charge control is performed by controlling the output voltage of the generator 1 to a preset forced charge voltage (equal to an H level voltage described later in this embodiment) by the engine controller 5. Executed. The battery charging current Ic detected by the battery current sensor 7 is monitored, so that the battery charging current has a predetermined current I ₉₅ (a predetermined upper limit capacity Cmax near the full charge capacity of the battery 3 (for example, SOC 95%) from the time of engine start. Until the battery current corresponding to) is reached, it is determined that the forced charge control is being executed, and after the battery charge current reaches the predetermined current, it is determined that the forced charge control has been completed. The remaining capacity of 3 (that is, the predetermined upper limit capacity Cmax) is determined as the initial capacity.

  In step SA3, it is determined whether or not the vehicle speed calculated in step SA1 is 0 km / h (whether or not the vehicle is in a stopped state). If this determination is YES, the process proceeds to step SA8. If NO, the process proceeds to step SA8. Proceed to SA4.

  In step SA4, it is determined whether or not the accelerator opening calculated in step SA1 is 0 (that is, the opening corresponding to a state where the throttle valve is fully closed and the passenger does not depress the accelerator). When the determination is NO, the process proceeds to step SA8, and when the determination is YES, the process proceeds to step SA5.

  In step SA5, it is determined whether or not the engine speed calculated in step SA1 is greater than or equal to a predetermined speed. If this determination is NO, the process proceeds to step SA8, and if it is YES, the process proceeds to step SA6.

  In step SA6, it is determined that the vehicle is in a decelerating state (the vehicle speed is decreasing and the accelerator is not depressed). In other words, it is determined that the operating region of the engine 50 is in the deceleration fuel cut region. Then, fuel injection from the injector of the engine 50 is stopped.

  In step SA7, the output voltage of the generator 1 is controlled to a preset H level voltage (for example, 15V), and then the process returns. This H level voltage is a voltage that is higher than the rated voltage (12 V) of the battery, and is a voltage that promotes power supply from the generator 1 to the battery 3.

  In step SA8 (the step which proceeds when the determination at step SA3 is YES, the determination at step SA4 is NO, or the determination at step SA5 is NO), the SOC of battery 3 is determined. (%) (State of charge) is calculated, and it is determined whether or not the calculated SOC exceeds a predetermined lower limit capacity Cmin. If this determination is YES, the process proceeds to step SA10. If NO, the process proceeds to step SA9. move on.

  Here, the SOC of the battery 3 is calculated as follows. That is, based on the battery elapsed capacity obtained by integrating the battery charge / discharge current detected by the battery current sensor 7 from the time when the forced charge control is completed to the present, and the determined battery initial capacity, “remaining battery capacity = battery initial capacity”. The battery remaining capacity is calculated as “capacity + battery elapsed capacity”, and SOC (%) (= (remaining battery capacity) / (full charge amount) × 100) is calculated from the calculated remaining battery capacity.

  The predetermined lower limit capacity Cmin (%) is set according to the vehicle outside air temperature by executing a predetermined lower limit capacity change control process described later in the engine controller 5.

  In step SA9, the output voltage of the generator 1 is controlled to a preset M level voltage (for example, 13V), and then the process returns. The M level voltage is a voltage that promotes power supply (charging) from the generator 1 to the battery 3, but the power supply amount is smaller than that of the H level voltage in step S7.

  In step SA10 that proceeds when the determination in step SA8 is YES, the output voltage of the generator 1 is controlled to a preset L level voltage (for example, 12.5 V), and then the process returns. This L level voltage is a voltage that suppresses power supply (charging) from the generator 1 to the battery 3, and is generally set to be approximately the same as or slightly larger than the battery rated voltage (12V). When the process of step S13 is executed, discharge control of the battery 3 is executed by a battery controller (not shown), and necessary power is supplied from the battery 3 to the vehicle electrical load 2.

  Next, the predetermined lower limit capacity changing control process in the engine controller 5 will be described in detail based on the flowchart of FIG.

  In step SB1, it is determined whether or not the ignition switch of the vehicle is in an on state (IG on state). If the determination is NO, the determination is performed again. If the determination is YES, the process proceeds to step SB2. move on.

  In step SB2, based on the detection signal (temperature information) output from the battery temperature detection sensor 6 to the engine controller 5 while the vehicle is in the neglected state, the battery temperature during this period is set as the vehicle outside air temperature in time series. To detect. Then, the lowest value of the vehicle outside air temperatures detected in time series is set as the lowest outside air temperature detection value Ta. Here, immediately after the start of leaving the vehicle, since the battery temperature is higher than the vehicle outside air temperature, in this embodiment, after a sufficient time has passed so that the battery temperature can be regarded as the outside air temperature, The vehicle outside air temperature is detected based on the battery temperature. And the said battery temperature detection sensor 6 comprises the outside temperature detection means for detecting the outside temperature of this vehicle when the said vehicle is in a neglected state.

  In step SB3, a predetermined lower limit capacity Cmin is set based on the minimum outside air temperature detection value Ta calculated in step SB2, and then this control process is terminated.

  Specifically, in the present embodiment, as shown in FIG. 5, the predetermined lower limit capacity Cmin is linearly decreased as the minimum outside air temperature detection value Ta is larger.

  Here, the predetermined lower limit capacity Cmin is preferably a lower limit value of a battery SOC range that can obtain a required cranking force required at the time of engine start according to the vehicle outside air temperature (minimum outside air temperature detection value Ta). The predetermined lower limit capacity Cmin is not necessarily a value equal to the lower limit value, and may be a large value with a certain margin with respect to the lower limit value. If the predetermined lower limit capacity is too small, the remaining capacity (SOC) of the battery 3 is excessively decreased and the battery 3 is deteriorated quickly. For example, the predetermined lower limit capacity is preferably in the range of 80% to 85%.

  In a vehicle equipped with the voltage control device 100 configured as described above, an ignition switch (not shown) is in an off state while the vehicle is in a neglected state (section t1 ≦ t <t2 in FIG. 4). 50 also stops, so the output voltage of the generator 1 becomes 0V. For this reason, although power supply from the generator 1 to the battery 3 is not performed, a dark current flows through the battery 3 and its SOC (remaining capacity) gradually decreases.

  Then, in order for the occupant to start the vehicle, when the ignition switch is turned on and the accelerator is depressed, the vehicle state is switched from the neglected state to the accelerated state (that is, the non-decelerated state) (in FIG. 4, t = t2). Change). As a result, the forced charge control is executed by the engine controller 5, the output voltage of the generator 1 is controlled to the H level voltage, and the power supply from the generator 1 to the battery 3 is executed (promoted) ( Step SA2 is executed).

  While the forced charge control by the engine controller 5 is executed (section t2 ≦ t <t3 in FIG. 4), the SOC of the battery 3 continues to increase. When the SOC of the battery 3 reaches the predetermined upper limit capacity Cmax, the forced charging control by the engine controller 5 is terminated, and as described above, the power generation according to the vehicle running state (decelerated / non-decelerated state) and the SOC of the battery 3 Machine output voltage control is executed.

  Therefore, in the section of t3 ≦ t <t4 after the end of the forced charging control shown in FIG. 4, since the vehicle is in a non-decelerated state and the SOC of the battery 3 is larger than the predetermined lower limit capacity Cmin, the engine controller 5 As a result, the output voltage of the generator 1 is controlled to the L level (the process of step SA10 is executed), and the power supply from the generator 1 to the battery 3 is suppressed and the battery 3 to the vehicle electrical load 2 is suppressed. The power supply is promoted, and as a result, the SOC of the battery 3 gradually decreases with time.

  On the other hand, in the section of t4 ≦ t <t5 after the end of the forced charge control shown in FIG. 4, the output voltage of the generator 1 is controlled to the H level by the engine controller 5 because the vehicle is in a deceleration state. (Step SA7 is executed), the power supply from the generator 1 to the battery 3 is promoted, and as a result, the SOC of the battery 3 gradually increases with the passage of time.

  In the section of t5 ≦ t <t6 shown in FIG. 4, as a result of the vehicle switching to the non-decelerating state again, the generator output voltage is controlled to L level by the engine controller 5, and the vehicle electrical load 2 from the battery 3 is controlled. The power supply to the battery 3 is promoted, and the SOC of the battery 3 gradually decreases. When the SOC of the battery 3 reaches the predetermined lower limit capacity Cmin (when t = t6 in FIG. 4), the engine controller 5 controls the output voltage of the generator 1 to the M level (the process of step SA9 is executed). As a result of the charging from the generator 1 to the battery 3 (ie, the result of prohibiting the suppression of power supply from the generator 1 to the battery 3), the SOC of the battery 3 begins to increase once more, and When the SOC of the battery 3 again exceeds the predetermined lower limit capacity Cmin, the output voltage of the generator 1 is controlled to the L level voltage by the engine controller 5 (the process of step SA10 is executed), and the SOC of the battery 3 is It begins to decline. Thus, the SOC of the battery 3 is reduced below the predetermined lower limit capacity Cmin by repeating the increase and decrease alternately in small increments unless the vehicle switches to the deceleration state (in FIG. 4, unless t7 ≦ t <t8). There is no such thing. Note that when the vehicle is switched to the deceleration state, the power supply from the generator 1 to the battery 3 is promoted as described above, so it goes without saying that the SOC of the battery 3 does not fall below the predetermined lower limit capacity Cmin.

  Thus, in the above embodiment, even when the engine controller 5 determines that the vehicle is in the non-decelerated state, when the SOC of the battery 3 is equal to or less than the predetermined lower limit capacity Cmin (determination in step SA8). When NO is NO), the output voltage of the generator 1 is controlled to the M level voltage to promote charging of the battery from the generator 1 (inhibition of suppression of power supply). Can be prevented from falling below the predetermined lower limit capacity Cmin, and the startability of the engine 50 can be sufficiently ensured.

  Here, since the engine startability deteriorates under an environment where the vehicle outside air temperature is low such as in winter, it is necessary to set the predetermined lower limit capacity Cmin high and sufficiently ensure the SOC of the battery 3. When the capacity Cmin is increased, the remaining capacity of the battery 3 immediately reaches the predetermined lower limit capacity Cmin after the forced charging control by the engine controller 5 is finished. In other words, charging from the generator 1 to the battery 3 is suppressed. Since the charging suppression period (in the example shown in FIG. 4, the period of t3 ≦ t <t4 and t5 ≦ t <t6) is shortened, the effect of reducing the engine load due to the charging suppression is reduced and the fuel consumption of the vehicle is deteriorated. There is a problem.

  On the other hand, in the above embodiment, the lower the outside temperature detection value Ta, which is the lowest value of the outside temperature while the vehicle is in the neglected state, in the processing of step SB3 (see FIG. 3) in the engine controller 5, the lower it is. Since the predetermined lower limit capacity Cmin is increased, in a low temperature environment where the engine startability deteriorates, the predetermined lower limit capacity Cmin can be increased to improve the engine startability, and the engine startability is excellent. Under the environment, the predetermined lower limit capacity Cmin can be made lower than in the low temperature environment, and the fuel efficiency loss due to the predetermined lower limit capacity Cmin becoming higher than necessary can be reduced. Therefore, it is possible to achieve both good engine startability that is not influenced by seasonal factors and improvement in fuel consumption of the vehicle.

(Other embodiments)
The configuration of the present invention is not limited to the above embodiment, but includes various other configurations. That is, in the above embodiment, the engine controller 5 calculates the vehicle outside air temperature based on the detection signal from the battery temperature detection sensor 6 provided in the battery current sensor 7. Instead, for example, the temperature in the intake pipe is calculated based on a detection signal from an intake temperature sensor (not shown) provided in the intake pipe of the engine 50, and the vehicle outside air temperature is calculated based on the calculated intake pipe temperature. You may make it calculate.

  In the above embodiment, the engine controller 5 calculates the vehicle outside air temperature in time series based on the detection signal from the battery temperature detection sensor 6 and sets the minimum value as the minimum outside air temperature detection value Ta. The predetermined lower limit capacity Cmin is set according to the outside air temperature detection value Ta. For example, the predetermined lower limit capacity Cmin is set according to the average outside air temperature detection value that is an average value of the vehicle outside air temperature calculated in time series. You may make it do.

  In the above embodiment, after the forced charge control is completed in the engine controller 5, after the SOC of the battery 3 reaches the predetermined lower limit capacity Cmin, the battery is in the non-decelerated state as described above. In step 3, charging and discharging are alternately performed in small increments, but an upper charging threshold capacity larger than the predetermined lower limit capacity Cmin may be set in order to reduce the switching frequency of charging / discharging. That is, in the engine controller 5, until the SOC of the battery 3 reaches the upper charging threshold capacity, the output voltage of the generator 1 is not set to the L level even if the SOC exceeds the predetermined lower limit capacity Cmin (processing of step SA10). The output voltage of the generator 1 is switched to the L level voltage when the SOC reaches the upper charge threshold capacity. It may be. By doing so, the charge / discharge switching frequency of the battery 3 can be reduced, and the durability of the battery 3 can be improved. In this case, the SOC of the battery 3 changes in a zigzag manner while alternately repeating an increase and a decrease between the predetermined lower limit capacity Cmin and the upper charge threshold capacity increase.

  In the above embodiment, the predetermined lower limit capacity Cmin decreases linearly as the minimum outside air temperature detection value Ta increases. However, the predetermined lower limit capacity Cmin does not necessarily need to be decreased linearly, and is stepwise or curved. You may make it reduce.

  The present invention controls the output voltage of the vehicular generator to promote power supply from the generator to the battery when the vehicle is in a decelerating state, while from the generator when the vehicle is in a non-decelerating state. This is useful for a voltage control device for a vehicle generator having a voltage control means for suppressing power supply to the battery, and in particular, when the vehicle is in a non-decelerated state, the remaining capacity of the battery does not fall below a predetermined lower limit capacity. Further, the present invention is useful for a voltage control device for a vehicular generator that controls the output voltage of the generator by a voltage control means.

It is a block diagram which shows the structure of the voltage control apparatus of the generator for vehicles which concerns on embodiment of this invention. It is a flowchart which shows the output voltage control process of the generator in the engine controller of a voltage control apparatus. It is a flowchart which shows the predetermined lower limit capacity | capacitance change control process included in the output voltage control process of the generator in an engine controller. It is an example of the time chart which shows the voltage control of the generator in an engine controller, Comprising: It is a graph which shows the relationship between the driving state of a vehicle, the output voltage of a generator, and the remaining capacity of a battery. It is a graph which shows the relationship between the minimum outside air temperature detection value set by the engine controller, and predetermined | prescribed minimum capacity | capacitance.

Explanation of symbols

Cmin predetermined lower limit capacity Ta minimum outside air temperature detection value 1 generator 2 vehicle electric load 3 battery 5 engine controller (voltage control means, battery remaining capacity detection means)
6 Battery temperature detection sensor (outside air temperature detection means)
7 Battery current sensor (Battery remaining capacity detection means)
50 Engine 100 Voltage control device

Claims (2)

A generator that is driven by the vehicle engine to supply power to the electric load and battery of the vehicle, and by controlling the output voltage of the generator, so that when the vehicle is in a decelerating state, the generator to the battery In the voltage control device for a vehicular generator, including voltage control means for suppressing power supply from the generator to the battery when the vehicle is in an accelerated state or a constant speed state,
Battery remaining capacity detecting means for detecting the remaining capacity of the battery;
An outside air temperature detecting means for detecting the outside air temperature of the vehicle when the vehicle is left unattended,
When the vehicle is in an accelerating state or a constant speed state and the remaining capacity of the battery detected by the battery remaining capacity detecting means is not more than a predetermined lower limit capacity, the voltage control means The vehicle power generation is configured to prohibit the suppression of power supply to the vehicle and to change the predetermined lower limit capacity according to the outside air temperature detected by the outside air temperature detecting means. Machine voltage control device. In the voltage control apparatus of the generator for vehicles according to claim 1,
The voltage control means is configured to increase the predetermined lower limit capacity as the minimum outside air temperature detection value detected by the outside air temperature detection means, which is the minimum value of the outside air temperature while the vehicle is left unattended, is lower. The voltage control apparatus of the generator for vehicles characterized by the above-mentioned.

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