JP2503639Y2 - Vehicle generator control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a generator control device for a vehicle, and more particularly, to control a plurality of generators connected to a prime mover such as an internal combustion engine to prepare for a vehicle. The present invention relates to a vehicle generator control device that generates electric power required to drive an electric load.

[Prior Art] As a conventional vehicle generator control device of this type, there is a control device described in JP-A-58-159627 (DC three-wire wiring system for vehicle). This generator control device is configured by connecting a voltage regulator and a battery to each of two alternators (generators), and when the voltage of each battery drops, the corresponding alternator starts power generation.

[Problems to be Solved by the Invention] However, in the above configuration, when an electric load having a large capacity such as an air conditioner is turned on and the voltages of both batteries drop, for example, two alternators start power generation at the same time. There is a problem that engine stall occurs as a result of the load acting on the internal combustion engine and the compensation of the output of the internal combustion engine being delayed and the output margin being reduced.
This problem naturally occurs in a configuration having one battery and two alternators.

In order to avoid such an adverse effect, it is possible to shift the start timings of the two alternators so that the load applied to the internal combustion engine by the start of the alternators is temporally dispersed. However, simply stating the start timing separately for each alternator does not necessarily prevent the engine stall. That is, at the time when the second alternator is activated with a time difference, it is possible that the temporary drop in the margin output of the internal combustion engine due to the alternator that was activated first has not recovered sufficiently. , Engine stall may occur.

To prevent this, the first started alternator should settle into a steady operating state, and the time difference should be set long enough to recover the margin output of the internal combustion engine. In this way, the second alternator starts. After a delay, the power cannot be supplied well.

The vehicle generator control device of the present invention solves the above problems,
An object of the present invention is to promptly recover the output of the prime mover, which is temporarily reduced by the sudden load applied at the time of starting the generator, prevent the output of the prime mover from becoming unstable, and eliminate the risk of engine stall.

Configuration of the Invention The configuration of the invention that achieves the above object will be described below.

[Means for Solving the Problems] A vehicle generator control device of the present invention controls a plurality of generators connected to a prime mover such as an internal combustion engine to supply electric power required to drive an electric load provided in the vehicle. In a vehicle generator control device for generating power, a power generation starting unit that starts power generation of some of the plurality of generators, and a load caused by the power generation of the some of the generators act and decrease. Margin output recovery means for recovering the margin output of the prime mover, and the margin output of the prime mover reduced due to the load caused by the power generation of some of the generators has reached a predetermined recovery state by the margin output recovery means. And a power generation delaying means for starting the power generation of the remaining power generator.

[Operation] In the vehicle generator control device of the present invention having the above configuration, the power generation starting means first starts the power generation of some of the plurality of generators. When the generator starts to generate electricity,
Although the margin output of the prime mover decreases due to the load, the margin output recovering means quickly recovers the margin output of the prime mover because the degree of the output that decreases due to the load of some generators is small.
The power generation delay means starts the power generation of the remaining generators after the margin output of the prime mover reduced by the start of power generation by some of the generators reaches a predetermined recovery state by the margin output recovery means. Therefore, the recovery of the margin output of the prime mover is satisfactorily performed.

 In addition, the amount of power generation can be secured promptly.

[Embodiment] In order to further clarify the configuration and operation of the present invention described above, a preferred embodiment of the vehicle generator control device of the present invention will be described below. The embodiment is applied to an alternator control device.

FIG. 1 is a circuit diagram of an octanator controller as an embodiment of the present invention.

As shown in the figure, this alternator control device has two alternators 1 and 2 connected in parallel to a battery 3 and an electric load 4. One of the alternators 1 is connected to a power generation starter 5 that controls the power generation of the alternator 1 prior to the alternator 2, and the alternator 2 starts its power generation after a predetermined time delay from the power generation of the alternator 1. Power generation delay unit 6 for controlling
Is connected.

Each of the alternators 1 and 2 includes a three-phase AC generator 11 and 21, and three-phase full-wave rectifiers 13 and 23 in which six diodes are combined. Auxiliary diodes 15 and 25 are connected between the diodes of the respective phases (U, V, W phases) of the three-phase full-wave rectifiers 13 and 23.

An ignition switch 17 is connected in parallel to the + end (+ end of the battery 3) of the three-phase full-wave rectifier 13 of the alternator 1. The ignition switch 17 includes a charge lamp 18, a field coil F1, and a field coil.
The switching transistor 51 of the power generation starter 5 that controls ON / OFF of F1 is connected in series. Charge lamp
The output of the auxiliary diode 15 is connected between 18 and the field coil F1. A flywheel diode 19 is connected in parallel to the field coil F1.

The power generation starter 5 is a so-called voltage adjustment circuit, and includes two resistors 52 and 53 connected in parallel to the battery 3 and a diode 54 connected to an intermediate point A of the two resistors 52 and 53.
And Zener diode 55, and Zener diode 55
And a switching transistor 51 having the collector potential of the driving transistor 56 connected to the base. A biasing resistor 57 is further connected to the base of the switching transistor 51. The two resistors 52 and 53 are
When the potential at the intermediate point A reaches the breakdown voltage of the Zener diode 55, the output voltage of the three-phase full-wave rectifier 23 has a resistance value having a predetermined magnitude related to the battery voltage.

The other end of the three-phase full-wave rectifier 23 of the alternator 2 (+ end of the battery 3), the resistor 27, the field coil F2
And the switching transistor 61 of the power generation delay unit 6 that controls the ON / OFF of the field coil F2,
It is connected in parallel with the battery 3 and the like. The output of the auxiliary diode 25 is connected between the resistor 27 and the field coil F2. A flywheel diode 29 is connected in parallel to the field coil F2.

The power generation delay unit 6 includes a knot circuit 63 to which the collector potential of the switching transistor 51 of the power generation start unit 5 is connected.
A timer 65 to which the output of the knot circuit 63 is connected, an amplifier 67 to which the output of the timer 65 is connected, and a switching transistor 61 whose output is connected to the base. A biasing resistor 69 is connected to the base of the switching transistor 61.

Although the output of the timer 65 is low when the voltage level of the input is low, it is necessary for the control device of the internal combustion engine described later to recover the rotation speed of the internal combustion engine after the input is switched to the high level. The output is switched to a high level after a predetermined time (about 1 to 5 seconds in the embodiment) has elapsed. Once the output becomes high level, it switches to low level again when the input becomes low level.

The operation of the alternator control device having the above configuration will be described with reference to the timing chart of FIG.

When the ignition switch 17 is closed, current flows through the circuit of the alternator 1 and the charge lamp 18 lights up,
The initial excitation current flows through the field coil F1 (time t1 in FIG. 2). Each of the alternators 1 and 2 is driven by an internal combustion engine, but the output voltage of the alternator 1 is applied to the base of the switching transistor 51 of the power generation starting unit 5 via the biasing resistor 57, and the switching transistor 51. Becomes conductive and starts power generation. If the field coil F1 rises until it is excited by the output voltage of the auxiliary diode 15, the alternator 1 is in the self-excited power generation state. After that, when the output voltage of the alternator 1 exceeds the voltage set by the two resistors 52 and 53 of the power generation start unit 5, the Zener diode 55 becomes conductive, the drive transistor 56 becomes conductive, and the switching transistor 51.
Becomes non-conducting and the exciting current is reduced (Fig. 2 time
t2). As a result, the output voltage of the alternator 1 drops,
The Zener diode 55 becomes non-conductive, the exciting current increases again, and the output voltage of the alternator 1 rises (time t3 in FIG. 2). In this way switching transistors
51 repeats conduction / non-conduction to increase / decrease the exciting current and keep the output voltage of the alternator 1 near the set voltage.

The alternator 1 starts power generation as described above, and when the output voltage reaches a predetermined voltage, the power generation is repeatedly stopped and started. However, when power generation is started (for example, at times t1 and t3), the power generation start unit 5 switching transistor 51
The collector potential of the voltage drops to the ground level, and the knot circuit 63 of the power generation delay unit 6 sets the output to the high level. Timer 65
Outputs a high level when a predetermined time ΔT of about 2 seconds has elapsed from the input of a high level output. The amplifier 67 amplifies the high level output and switches 61 for switching.
Is turned on (time t4, t5). In this way, the other alternator 2 starts power generation with a delay of a predetermined time ΔT from the start of power generation of the alternator 2. When the switching transistor 51 of the power generation starting unit 5 becomes non-conductive and the alternator 1 stops generating power (for example, at time t2), the collector potential of the switching transistor 51 becomes high, so that the output of the knot circuit 63 of the power generation delay unit 6 becomes low. Then, the output of the timer 65 becomes low level, and the switching transistor 61 becomes non-conductive. As described above, the power generation of the alternator 2 starts after a predetermined time ΔT from the start of the power generation of the alternator 1, and the power generation of the alternator 1 stops at the same time as the power generation of the alternator 1 stops.

On the other hand, the control device for the internal combustion engine, as shown in FIG.
An electronic control unit (hereinafter referred to as ECU) 7 that determines the intake air amount based on the outputs of various sensors and switches, and an air valve 9 that is driven by the ECU 7 and adjusts the amount of air passing through the idle adjust passage P that bypasses the throttle valve TV. Consists of.

The ECU 7 is composed of a well-known CPU, RAM, ROM, I / O port, etc., and performs predetermined processing. When focusing on such processing, the target rotation speed calculation unit 71 is compared with the target rotation speed and the actual rotation speed. Comparator 72, an idle state determination unit 73 for determining whether or not it is in an idle state, and a control amount for calculating the control amount of the actuator 91 of the air valve 9 based on the output of the comparator 72 and the output of the idle state determination unit 73. It can be divided into a calculation unit 74 and an actuator drive unit 75 that drives the actuator 91 based on the output of the control amount calculation unit 74.

The target rotation speed calculation unit 71 is connected to the water temperature sensor 76, the air conditioner switch 77, the neutral switch 78, etc., and calculates the target rotation speed of the internal combustion engine based on the state of the load and the like. The comparator 72 is connected to the output of the target rotation speed calculation unit 71 and the internal combustion engine rotation speed sensor 79, and calculates the deviation between the target rotation speed and the actual rotation speed. The idle state determination unit 73 determines that the vehicle is in the idle state when the accelerator position sensor 80 and the vehicle speed sensor 81 are connected, and the vehicle is at the accelerator position or the original position and the vehicle is stopped. The control amount calculation unit 74 is connected to the output of the comparator 72 and the output of the idle state determination unit 73, and calculates the control amount of the actuator 91 based on the magnitude of the deviation of the internal combustion engine speed and whether or not it is in the idle state. Actuator drive 75
Is connected to the output of the control amount calculation unit 74 and drives the actuator 91 of the air valve 9 that adjusts the amount of air passing through the idle adjusting passage P based on the output control amount.

This control device for an internal combustion engine performs a feedback control (idle speed control) that matches the actual speed of the internal combustion engine to the target speed during idling, ensuring a predetermined margin output even if the load on the internal combustion engine changes. To achieve control. Therefore, as shown in FIG. 4 as an example of the relationship between the alternators 1 and 2 and the internal combustion engine rotation speed, when one alternator 1 starts power generation (time t1) and the rotation speed of the internal combustion engine decreases due to the load, Since the degree of the output that is reduced by the load of one of the alternators 1 is small, the rotational speed of the internal combustion engine is quickly recovered by the above feedback control, and a predetermined margin output is secured. One alternator 1
Starts power generation and is delayed by a predetermined time ΔT, and when the rotation speed of the internal combustion engine recovers, the other alternator 2 starts power generation (time t4). The degree of the output that decreases due to the action of the load is small as before, and the rotational speed of the internal combustion engine is quickly restored to ensure a predetermined marginal output.

According to the alternator control device described above, one of the alternators 1 first starts power generation, and after the internal combustion engine speed is compensated with a predetermined time delay of about 2 seconds, the other alternator 2 starts power generation. The excellent effect that the output of the internal combustion engine is stable and a predetermined margin output can be secured is achieved. Also, the risk of engine stall is eliminated.

Further, in the alternator control device of the embodiment, since the alternator 1 on one side starts power generation and the rotational speed of the internal combustion engine which has been lowered is completely recovered, the alternator 2 on the other side starts power generation, so that the output of the internal combustion engine is increased. Has the effect of being excellent in stability. Moreover, the recovery is promptly performed by the above-described feedback control, and the other alternator 2 is started early, so that the required amount of power generation can be promptly covered.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and it goes without saying that the present invention can be implemented in various modes without departing from the gist of the present invention. For example, when the number of power generators is three or more, the power generation start timing of the power generators may be shifted one by one, or the power generators may be divided into groups and the power generation start timing may be shifted for each group. Although the delay time is described as 2 seconds in the embodiment, the time is determined by various conditions such as the capacity of the battery, the load of the alternator, and the idle speed control of the internal combustion engine. It is not limited. In addition to the configuration in which the delay time is set in advance as in the embodiment, a configuration may be adopted in which after the recovery of the margin output of the prime mover is detected, the remaining generators start power generation. The power generation starting means and the power generation delaying means may be configured by using a microcomputer instead of being constituted by discrete circuit elements as in the embodiment.

Effect of the Invention As described above in detail, according to the vehicle generator control device of the present invention, the power generation of some of the generators is first started, and after that, the reduced margin output of the prime mover is recovered, and then the remaining power is generated. Since the power generation of the machine is started, the output of the prime mover is stable, and a predetermined margin output can be secured, which is an excellent effect. Further, in the present invention, the margin output recovery means quickly recovers the output of the prime mover that has decreased due to the start of some of the generators, and the remaining generators start power generation promptly, so that the power is supplied quickly. Can be done Also, there is no risk of engine stall.

[Brief description of drawings]

FIG. 1 is a circuit diagram of an alternator control device according to an embodiment of the present invention, FIG. 2 is a timing chart illustrating the operation of the alternator, FIG. 3 is a block diagram showing a control device of an internal combustion engine, and FIG. 4 is an internal combustion engine. 3 is a timing chart illustrating the operation of the engine. 1,2 ...... Alternator, 3 ...... Battery 4 ...... Electrical load, 5 ...... Power generation start part 6 ...... Power generation delay part, 7 ...... ECU 9 ...... Air valve

 ─────────────────────────────────────────────────── --- Continuation of the front page (56) References JP-A-55-150789 (JP, A) JP-A-63-121499 (JP, A) JP-A-58-12598 (JP, A) JP-A-58- 107873 (JP, A) Actual opening Sho 63-10738 (JP, U) Actual opening Flat 1-101130 (JP, U)

Claims (1)

(57) [Scope of utility model registration request] 1. A vehicle generator control device for controlling a plurality of generators connected to a prime mover such as an internal combustion engine to generate electric power required to drive an electric load provided in a vehicle, wherein the plurality of generators are provided. A power generation starting means for starting power generation of some of the generators, a margin output recovery means for recovering a margin output of the prime mover that is reduced due to a load accompanying the power generation of the some generators, and A power generation delay unit that starts power generation of the remaining generators after the margin output of the prime mover, which has decreased due to the load caused by the power generation of some of the generators, has reached a predetermined recovery state by the margin output recovery unit. A generator control device for a vehicle, comprising: