JP2927003B2 - Control device for vehicle generator - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a charging control system for a vehicle, and more particularly to a control system for a vehicle generator for controlling the amount of power generated by the generator in accordance with the running state of the vehicle to improve the fuel efficiency of the vehicle. About.

[0002]

2. Description of the Related Art A conventional vehicle generator control device detects the voltage of a battery and increases the amount of power generated by the generator when the voltage falls below a predetermined voltage (eg, 14.5 [V]). However, when the voltage exceeds a predetermined value, the power generation of the generator is reduced, and the voltage of the battery is controlled to be maintained at the predetermined voltage.

[0003] In order to improve the fuel efficiency of the vehicle, as shown in, for example, Japanese Utility Model Publication No. 55-77979, there is a vehicle in which a predetermined voltage of a battery is increased when the vehicle decelerates to regenerate deceleration energy of the vehicle.

[0004]

However, in the above-mentioned prior art, the state of the battery is not considered,
For example, if the configuration is such that the predetermined voltage is increased by the same level between when the battery is not sufficiently charged and when the battery is fully charged, if the amount of increase in the predetermined voltage is set to be large, the battery will not be sufficiently charged. When not charged, the battery is charged and the deceleration energy of the vehicle can be sufficiently regenerated, but when the battery is sufficiently charged, the battery is overcharged and the life of the battery is impaired. vice versa,
If the amount of increase of the battery predetermined voltage is set small, a sufficient regenerative effect cannot be obtained.

In view of the above, the present invention considers the state of the battery, and at least at the time of deceleration, raises the predetermined voltage according to the state of the battery so that a sufficient regenerative effect can be obtained without impairing the life of the battery. It aims to improve fuel efficiency.

[0006]

The present invention SUMMARY OF], in order to achieve the above object, a battery for detecting the capacity of the battery-capacity
And amount detecting means, a charge target value when charging the battery-
An upper limit capacity setting means for setting an upper limit capacity Te, and running condition detecting means for detecting a running condition of the vehicle, the battery capacity
The battery is set so that the capacity detected by the detecting means becomes the upper limit capacity set by the upper limit capacity setting means.
And a power generation control means for controlling the amount of power generated by the alternator to charge the by the running state detecting means, when the vehicle is detected to be in the deceleration state or downslope condition, the generator
The amount of power generated by the machine is generated before the deceleration state or downhill state is detected.
Power generation amount correction means for correcting the amount of power to be high, and the traveling state
The vehicle is in a deceleration state or a downhill state by the detection means
Is detected, the upper limit capacity is reduced to the deceleration state or
Compensate for a predetermined amount higher than the upper limit capacity before detecting the downhill condition.
Vehicle having an upper limit capacity correcting means for correcting
The technical means of a dual-use generator control device is adopted. What
Note that the battery capacity detecting means is capable of releasing the battery when the starter operates.
Means for calculating the initial capacity of the battery from the electrical characteristics;
The integrated value of the charge / discharge current of the battery after starting
Means for calculating the capacity of the battery from the initial capacity.
2. The vehicle generator according to claim 1, further comprising:
It can be configured by using the technical means of
You.

[0007]

[Effect of the action and the Invention The operation and effect of the structure
explain. In the present invention, the target value of the battery capacity is
Thus, the upper limit capacity is set by the upper limit capacity setting means. So
And the battery detected by the battery capacity detecting means.
So that the capacity of
The amount of power generated by the generator that charges the vehicle battery is controlled
You. As a result, the capacity of the battery matches the upper capacity
Charging control. On the other hand, when the vehicle decelerates or
When going downhill, if the power output of the generator is
In both cases, the upper limit capacity is corrected by a predetermined amount. others
During deceleration or downhill,
Depending on the amount of electricity, the upper limit capacity is
The battery is charged. At this time, drive the generator
The power required for
And a large regenerative effect can be obtained.
Since the capacity is compensated high,
Charging is performed, and the regenerative effect can be reliably exhibited.
Wear. On the other hand, the correction of the upper limit capacity is only a predetermined amount
Therefore, overcharging of the battery is avoided. As a result, a large regeneration effect can be obtained without impairing the life of the battery due to overcharging, and fuel efficiency can be improved.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a control device for a vehicle generator according to the present invention will be described below with reference to the drawings. In FIG. 1, 1 is a vehicle battery, 2 is a vehicle driving engine, 3 is a starter for starting the engine, and 4 is a starter switch for starting the starter. Is supplied to the starter 3, the starter 3 rotates, and the engine 2 starts.

Reference numeral 5 denotes a generator which is driven by an engine 2 via a belt and a pulley (not shown) to charge the battery 1 and supply electric power to an electric load 8 such as a lamp, a blower motor, and a defogger. A current detector for detecting a charge / discharge current, 7 is a temperature detector for detecting the temperature of the battery 1, 9 is a state of the engine 2, a voltage, a current and a temperature of the battery 1 for detecting a rotation speed of the engine 2, This is a control circuit using a microcomputer which controls the power generation of the generator 5 and further detects the life of the battery and displays it on the display 10.

Hereinafter, the control in the control circuit 9 will be described.
(I) battery state detection, (II) charge target value setting,
The description will be made in the order of (III) generator control and (IV) low battery warning. (I) Battery State Detection FIG. 2 is a block diagram showing processing functions in the control circuit 9, and FIG.
Is a flowchart showing the control in the control circuit 9.

First, in the flowchart shown in FIG.
Then, in step 20, the starter switch 4 is turned on,
Start the tarter 3. In the next step 30, starter starts
The discharge characteristics during operation were measured, and this was explained with reference to FIG.
I will tell. In step 302, detected by the current detector 6
Discharge current I of the battery 1 _B1By the current detector 9a
Read. In step 303, the discharge current I_B1Is 10
When it becomes 0 [A] or more, confirm that the starter 3 has started.
You.

In step 304, the above-mentioned step 303
After the start of the starter 3 is detected at
[Ms] Wait. This is because a large current suddenly flows immediately after the starter 3 starts, and noise is generated, so that the noise is not affected by the noise. After eliminating the influence of noise at step 304, the discharge current _IB1 of the battery 1 is read by the current detector 9a at step 305.

In step 306, step 3
If the discharge current I _B1 read in 05 is within the range of 60 [A] to 250 [A], the starter 3
Detects that is operating. When it is detected in this step 306 that the starter 3 is operating, in step 307, the voltage V _{B1 of the} battery 1 is read by the voltage detecting section 9c.

Here, the above-mentioned range of the discharge current is determined when a current of 60 [A] to 250 [A] flows through the starter 3 when the starter 3 is operating and the engine is not started yet. It is set, and it is not necessary to particularly limit to this range. Next, at step 308, the above-described discharge current I _B1 , voltage V _B1 , and time t from the starter start confirmation of the battery 1 are stored by the discharge characteristic calculation unit 9e.

Step 309 is 3 [s] after the starter is started.
(Normally, the time between starter start and engine start is 1
The above operation is stopped when the time elapses, considering that [s] is not required).
If 3 [s] has not elapsed since the starter was started, the process returns to step 305 again. At this time, the operations of steps 305 to 309 described above, that is, the reading and storing of the discharge current I _B1 and the voltage V _B1 during the starter operation are performed at 25 [m
s] to repeat at intervals, the discharge current I _B1 corresponding to the time of the time t, and stores the voltage V _B1. Note that these data always store ten new data.

In step 306, when it is detected that the discharge current has become 60 [A] or less and the engine has started, the operation excluding steps 307 and 308 is repeated, and 3 [s] has elapsed since the starter was started. Later, in step 309, the process proceeds to step 310. In step 310, the data stored in step 308, the maximum value I _Bmax of the discharge current I _B1 of the battery, the voltage V _B1 and read at the same time as the value of the maximum value I _Bmax,
Calculate the time t as V _Imax and t _Imax respectively,
In the next step 311, on the contrary, the minimum value I _Bmin
And the voltage V read at the same time as the value of the minimum value I _Bmin.
B1 and time t are calculated as V _Imin and t _Imin , respectively. Based on these, in step 312, a point where the maximum value of the discharge current calculated in steps 310 and 311 and the voltage at that time correspond to the coordinates where the horizontal axis is the discharge current and the vertical axis is the voltage, and A point corresponding to the minimum value of the current and the voltage at that time is plotted in the coordinates, and a characteristic diagram is drawn by connecting them with a straight line.

Next, using this characteristic diagram, the discharge current is 15
0 voltage when the [A] is calculated as a first capacity detection voltage V _Bd1, also, the time t from when the starter is started up the voltage V _Bd1 detected, step 310 Oyohi step 311
T _Imax calculated in, averaged t _Imin, which is the capacitance detection time t _d. However, the discharge current for determining the first capacitance detection voltage V _Bd1 does not need to be particularly limited to 150 [A].

The first capacitance detection voltage V thus detected
_Bd1 is corrected as shown in FIG. 9 for the following reason.
That is, the battery voltage at the time of discharging the battery 1 decreases with time, and shows a stable voltage value about 5 seconds after the start of discharging. On the other hand, the start of the engine 2 by driving the starter 3 is normally performed within one second as described above, and the measured value of the voltage of the battery 1 at the time of driving the starter, that is, the first measured value as described above. The capacitance detection voltage V _Bd1 of 1 indicates a higher value than the voltage at the time of stabilization.

Therefore, the relationship between the discharge time and the voltage of the battery characteristics is obtained in advance, and in step 402, the first capacity detection voltage V _Bd1 and the capacity detection time t _d determined by the discharge current when the starter 3 operates. The deviation ΔV from the stable value obtained 5 seconds after the starter 3 is started is determined by the first
_Is corrected by subtracting it from the capacitance detection voltage _VBd1 . By correcting in this way, a more accurate voltage of the battery 1 when the battery 1 is discharging at 150 [A] can be obtained, and this is set as the second capacity detection voltage _VBd2 .

Further, since the battery voltage has a temperature characteristic, at step 403, the battery temperature detector 7
The battery temperature T _B detected by the input to the battery temperature detection section 9b, at step 404, the battery temperature T
The second capacitance detection voltage _VBd2 is corrected according to _B. With this correction, a more accurate voltage of the battery 1 can be obtained, and this is set as a third capacity detection voltage _VBd3 .

Next, at step 405, the battery capacity V during starter operation is calculated based on the third capacity detection voltage _VBd3.
And seeking I _1, it will be described below. In FIG. 4, when the battery 1 is in a new state, a predetermined current is discharged for a predetermined time,
In addition, when there is no stratification of the specific gravity of the battery fluid, no occurrence of polarization immediately after charging, and the like, the characteristic indicating the relationship between the battery voltage and the battery capacity is indicated by a solid line. As shown in the figure, when the battery capacity is small, the battery voltage decreases. Then, this characteristic is stored in the discharge characteristic calculation unit 9e.

Based on this characteristic diagram, at step 405,
Using the third capacity detection voltage V _Bd3 obtained as described above, the capacity of the battery 1 during starter driving (hereinafter, referred to as the first capacity)
Of the battery capacity) VI ₁ is determined. here,
If the capacity of the battery 1 is unknown because the previous run was not the first run or the first run but the battery 1 was replaced before the last run, the first battery capacity VI ₁ is determined by the battery capacity monitor 9g. Is set as the initial capacity. Next, the current integrating section 9d integrates the charge / discharge current of the battery 1 after the engine is started, which is detected by the current detector 6 and read by the battery current detecting section 9a. calculates the sum of the value and the initial capacity, it detects the second battery capacity VI ₂ during traveling. And the last value of the _second battery capacity VI ₂ ,
That is, the value when the engine is stopped (or the value immediately before the start of the next starter) is stored in the battery capacity monitor 9g as the _third battery capacity VI3.

In this running, the third battery capacity VI
₃ will be described below assuming that ₃ is stored in the battery capacity monitoring unit 9g. At step 50 in FIG.
This third battery capacity VI ₃ is read out, and
In the case of 0, the first and third battery capacities VI ₁ and VI ₃ are compared by the battery capacity monitoring unit 9g also serving as the third battery capacity detecting means, and the smaller value is compared with the fourth battery capacity.
With the battery capacity VI _4, it sets the fourth battery capacity VI ₄ as an initial capacity as described above.
Normally, when the state of the battery 1 is good, the first and third battery capacities have substantially the same value. Therefore, either of the first and third battery capacities may be adopted.

However, since the following case occurs, the first,
The smaller one of the third battery capacities VI ₁ and VI ₃ is adopted. The first case is where the first battery capacity VI ₁ is larger than the _third battery capacity VI ₃ by a predetermined value.
In other words, the characteristic indicated by the broken line in FIG. 4 is obtained by stratification of the specific gravity of the battery liquid or by increasing the concentration of the battery liquid near the electrode immediately after charging (hereinafter referred to as polarization). Therefore, as compared with the true characteristics shown by the solid line, the battery voltage is determined largely for the same capacity, the first battery capacity VI ₁ is determined largely with respect to the true capacity. Therefore,
In this case, it is determined that the third battery capacity VI ₃ is close to the true battery capacity, and is set as the fourth battery capacity VI ₄ .

Second, the third battery capacity VI ₃ is larger than the _first battery capacity VI ₁ by a predetermined value. This is used for gassing (when the voltage of the electrode rises as the capacity increases by charging the battery, and when the voltage rises above a predetermined value, the water in the battery fluid is electrolyzed by the charging current). This is because the obtained charging current is integrated as used for charging the battery, and thus the third battery capacity VI ₃ is required to be larger than the true capacity. Further, when the battery is deteriorated, FIG.
As shown by the broken line, the reduction of the charging efficiency is accelerated, and therefore, the third battery capacity VI ₃ at the time of deterioration is more required than when the battery is new. Therefore, in this case, the first
Battery capacity VI ₁ is determined to close to the true battery capacity, and fourth battery capacity VI _4.

In contrast to the above-described stratification, gassing is unlikely to occur at the same time as gasification because gas bubbles are generated from the electrode and the battery liquid is stirred by the gas bubbles. Accordingly, since the first and third battery capacities do not both increase, the correct capacity can be known by adopting the smaller value as described above.

(II) In a target charging value setting step 70, a target charging value (upper limit capacity) VI ₀ of the running battery 1 is determined based on an initial capacity (hereinafter referred to as a fourth battery capacity VI ₄ ). . For example, the first battery capacity VI ₁ is larger than the third battery capacity VI _3, employing the third battery capacity VI ₃ as the fourth battery capacity VI ₄ as described above. The upper limit capacity VI ₀ at this time is as shown in the following Expression 1.

[0028]

VI ₀ = VI ₃ + A Here, the actual capacity of the battery 1 used in the present invention is 2
7 [Ah], as shown in FIG. 7, when the capacity is less than 9 [Ah], the danger state is reached, and 9 [Ah] to 18 [Ah].
Defective when less than [Ah], 18 [Ah] or more and 25
The state of the battery 1 is divided into four zones, such as a good state when it is less than [Ah] and a fully charged state when it is more than 25 [Ah]. The capacity increment value A depends on which zone the _fourth battery capacity VI ₄ is in.
It is set as shown in Table 1 below.

[0029]

[Table 1] ┃ ┃Charge state┃Full charge┃Good Good┃Good┃Danger┃ ┃ ┃A [Ah] ┃ 2 ５ 5 １０ 10 ┃ 15 ┃ The grounds for setting the capacity increment value A as shown in Table 1 above are as follows.

When the battery 1 is in a danger state, it is desirable to increase the capacity by charging as much as possible for controlling the generator in consideration of the state of the vehicle and the like as described above. However, the capacity may be reduced due to the deterioration of the battery 1 and it is necessary to consider the gassing amount. Therefore, at least 50% of the actual capacity, that is, 13.5 [ For example, the capacity of [Ah] is set to 15 [Ah] to secure it.

When the battery 1 is in the defective state, the situation is the same as in the dangerous state. For example, even when the fourth battery capacity VI ₄ is the lowest 9 [Ah] indicating the defective state, the battery 1 recovers to the good state. Is set to 10 [Ah]. When the battery 1 is in the good state and the fully charged state, 5 [Ah] and 2 [A
h].

Then, when the third battery capacity VI ₃ is equal to the first battery capacity VI ₃
For larger battery capacity VI _1, but employing the first battery capacity VI ₁ as the fourth battery capacity VI _4, this case is considered to gassing has occurred as described above, depending on the gassing amount And the upper limit capacity VI ₀
Is corrected using a correction value B as in the following Expressions 2 to 4.

[0033]

## EQU2 ## VI ₀ = VI ₁ + AB

[0034]

B = α (VI ₃ −VI ₁ )

[0035]

Α = 0.8 The correction value B is calculated based on the difference between the third battery capacity VI ₃ and the first battery capacity VI ₁ , that is, the gassing amount at the time of the previous running, and this correction value B is 80 [ %] Is set so as to reduce the total value of the battery capacity as much as the total amount. Therefore, the capacity of the battery 1 is charged so as to increase from the capacity at the time of driving the starter to the upper limit value VI ₀ ,
The upper limit value VI ₀ increases each time the vehicle travels. However, if the battery 1 is deteriorated, a predetermined amount of gassing occurs, and the increase in the upper limit value VI ₀ decreases. When the increment of the upper limit value VI ₀ decreases, the gassing amount also decreases, so the upper limit value VI ₀ increases again. Then, the battery 1 is charged while suppressing the gassing by repeating these steps while traveling.

Here, in order to minimize the increment of the upper limit value VI ₀ as much as possible and further suppress the gassing amount, means for storing, for example, a correction value B is provided, and the third battery capacity VI ₃ is set to the first battery capacity VI ₃ . If the state continuously larger than the battery capacity VI ₁ continues, the previous correction value B ₀ is compared with the current correction value B _1, and the larger one is adopted as the current correction value B. Good.

(III) Generator control In step 80, the charge / discharge current I of the running battery 1
_B2, the voltage V _B2 and reads the temperature T _B2, in step 90 on the basis of this, by integrating the charge and discharge current I _B2 in current accumulating section 9d, a fourth battery capacity VI obtained in step 60
In addition to ₄ battery capacity of the current traveling i.e., obtains the second battery capacity VI ₂ described above, is stored in the battery capacity monitor unit 9g. That is, the constantly changing second battery capacity VI ₂ is always detected.

Next, at step 100, the battery 1
Charge / discharge current I_B2, Voltage V_B2, Temperature T _B2The second battery
Capacity VI_Two, Upper limit capacity VI₀Information and engine 2
The control of the generator 5 is performed based on the information. Below, the table below
Based on Tables 2 to 4, during normal running, at idle,
The description will be made in the order of acceleration and deceleration.

[0039]

[Table 2] 充電 ┃ 充電 Control charging current I _BC [[A]] ┃ ┣━━━ ┃ ┃ Charge state ┃ │ │ │ │ ┃ ┃ ┃ Full charge │ good │ bad │ dangerous ┃ ┃ Vehicle mode ┃ │ │ │ ┃ ┠──────────╂───┼───┼───┴───┨ 時 Normal time ０ 0 │ 5 │ 30 ┃ ┠─────── ───╂───┴───┴───────┨ 負荷 When the load suddenly decreases at idle┃ 30 ┃ ┠──────────╂───────┬─ ┃ ┃ Acceleration ０ 0 │ 30 ┃ ┃ ┃ Deceleration ３０ 30 ┃ ┠──────────╂───────┬───────┨ ┃ During load control ０ 0 │ 30 ┃ ┗━━━━━━━━━━┻━━━━━━━┷━━━━━━━┛ (margin)

[0040]

[Table 3] ┏━━━━━━━━━━┳━━━━━━━━━━━━━━━┓ ┃ 制 御 Control voltage V _BC [V] ┃ ┣━━━━━━━ ┃ ┃ Charge state ┃ │ │ │ │ ┃ ┃ ┃ Full charge │ Good │ Bad │ Danger ┃ ┃ Battery temperature ┃ │ │ │ ┃ ┠──────────╂───┼───┼───┼───┨ ４０ 40 ~ 90 ℃ ┃ 12.8 │ 13.5 │ 14.0 │ 14.5 ┃ ┠─────── ───╂───┼───┼───┼───┨ ┃ 20-40 ° C ┃ 12.8 │ 14.0 │ 14.5 │ 15.0 ┃ ┠──────────╂───┼ ───┼───┼───┨ ┃ -30 to 20 ° C ┃ 12.8 │ 14.5 │ 15.0 │ 15.5 ┃ ┗━━━━━━━━━━┻━━━┷━━━┷━━━ ┷━━━┛ (margin)

[0041]

[Table 4] ┏━━━━━━━━━━┳━━━━━━━━━━━━━━━┓ ┃ 制 御 Control voltage V _BC [V] ┃ ┣━━━━━━━状態 充電 Charge status ┃ │ │ │ ┃ ┃ 充電 Full charge │ good │ bad │ dangerous ┃ ┃ Vehicle mode ┃ │ │ │ ┃ ┃ ┠──────────╂───┴───┴───┼───┨ 急 Idle load suddenly decreases┃ +0.5 │Current status ┃ ┠─────── ┃ ┃Acceleration ┃ −2.0 │ Current state ┃ ┠──────────╂───── ──┴───┬───┨ 時 During deceleration ┃ + 2.2 │1.0│0.5│Current status ┃ ┠──────────╂───┴─── ┼───┴───┨ 時 At load control １２ 12.8 │ Status ┃ ┗━━━━━━━━━━┻━━━━━━━┷━━━ ━━━━┛ where Table 2 is a table showing the control charge current I _BC of the battery 1 in accordance with the state of the battery 1 (state of charge) and the vehicle mode, Table 3 depending on the condition and the battery temperature of the battery 1 Table 4 shows the control voltage _VBC of the battery 1 and Table 4 shows a change in the setting of the control voltage _{VBC in} Table 1 according to the vehicle mode.

During normal running, as shown in FIG. 10, the generator 5 has an armature winding 5a, a field winding 5b, and a full-wave rectifier 5c.
f is a transistor 9f for controlling the current of the field winding 5b.
_1, the field winding flywheel diode 9f ₂ are connected to both ends of 5b, the transistor 9f conduction ratio control circuit 9f ₃ for controlling the conduction rate of _1, the control charge current I control charge current determining circuit for determining the _BC 9f ₄ and a control voltage determining circuit 9f ₅ determining the control voltage V _BC.

Next, the operation will be described with reference to the flowchart shown in FIG. In step 100b, the battery 1
Detecting a charging current I _B2 to, and the charging current I _B2, comparing the control charge current I _BC determined by the control charge current determining circuit 9f _4. If the charging / discharging current I _B2 is larger, the currently stored ON time T _ON of the transistor 9f ₁ is reduced by Δβ ₂ in step 100c. Here, when the control charging current I _BC is larger,
In step 100d, the currently stored ON time T _ON of the transistor 9f ₁ is increased by Δβ ₁ .

Next, to detect the voltage V _B2 of the battery 1 at step 100 e, compared to the voltage V _B2 of the battery 1, and a control voltage V _BC determined by the control voltage determining circuit 9f _5. Only when the voltage V _B2 of the battery 1 is higher, the second battery capacity VI ₂ becomes the upper limit capacity VI ₀
Even if it does not reach, the ON time T _ON of the transistor 9f ₁ is set to 0 in step 100f to stop the power generation of the generator 5 to prevent the overcharging of the battery 1 or the voltage of the battery 1 becomes too high. Prevents problems caused by electric loads.

On the other hand, if the voltage V _B2 of the battery 1 is smaller, at step 100g,
Or the transistor 9f for the time T _ON determined by 100d
Conduct ₁ Then, after detecting that the calculation cycle 10 [ms] has elapsed in step 100h, the process returns to step 100a. That is, the ON time is set to a fixed time (Δβ ₁
Or Δβ ₂ ) by 10 [m
s], and the charging current of the battery 1 is adjusted so as to approach the control charging current I _BC (predetermined current) at a predetermined speed. (Is due controlled battery current adjusting means so far. Shown as being included in the control by the conduction ratio control circuit 9f ₃₎ where good fourth battery capacity VI ₄ Figure 7 described above If it is in the zone, the upper limit capacity VI ₀ is set to VI ₃ +5 [Ah] from Table 1. Then, it is assumed that this upper limit capacity VI ₀ is also in the good zone.

[0046] In this case, set for the second battery capacity VI ₂ is in good condition, the control charge current determining circuit 9f ₄ the control charge current I _BC as shown in Table 2 to 5 [A], the control voltage determined control voltage V as shown in Table 3 by the circuit 9f _5
BC is set according to the temperature T _B2 of the battery 1. And
Control is performed such that the battery is always charged with the control charging current of 5 [A].

The above control charging current I_BCBattery 1
Charged second battery capacity VI_TwoBegan to increase, the upper limit
Capacity VI₀, The control charging current I_BCAnd control electronics
Pressure V _BCIs a control charging current determination circuit 9f_FourAnd control voltage
Constant circuit 9f_FiveThe full charge zone shown in Table 1
Control charging current I at_BC= 0 [A], control voltage V_BC=
12.8 [V] is set and charging of battery 1 is stopped.
And the second battery capacity VI_TwoStop increasing.

After that, since the battery 1 is not charged,
The second battery capacity VI_TwoIs the upper limit capacity VI₀Than
When the predetermined value decreases, according to the state of the battery 1 at that time,
The control charging current I_BCAnd control voltage V_BCSet to. This
Is the upper limit capacity VI as described above.₀Good zo
Control charge current I _BC
= 5 [A], control voltage V_BC= 14.0 [V]
To start charging the battery 1 again,
VI_TwoTo recover. After that, repeat the above state
And control.

During the above control, when the electric load 8 is large and the second battery capacity VI ₂ is in the good zone, the charging of the battery 1 is stopped and the current from the generator 5 is stopped. Is supplied only to the electric load 8, thereby reducing the power generated by the generator 5 and improving the fuel efficiency. At that time, the battery 1 is gradually discharged, the second battery capacity VI ₂ is the reduced predetermined amount again to charge the battery 1 to release the load control.

In addition, the upper limit capacity VI
When ₀ only was in the fully charged zone, controlled by the control charge current I _BC and control voltage V _BC at full charge zone when the second battery capacity VI ₂ is entered into the full charge zone. Since this control does not charge the battery 1, overcharging can be prevented. On the other hand, when the discharge is reduced to the good zone by the discharge, the control is changed to the control in the good zone. When the control enters the full charge zone, the control is changed to the control in the full charge zone again.

Therefore, the control is switched to the control of the full charge zone.
From the capacity of the battery 1 at the time (25 [Ah]).
I₀Is set to a large value during normal driving.
Capacity VI₀Not charged until. The deceleration control described later
In this case, the upper limit capacity VI ₀Charging system
I have changed it. In addition, the second battery capacity during use is
VI_TwoIs in the fully charged zone and good zone
Only the above load control is performed.

At the time of idling (when the engine is driven at a predetermined speed or less) When the second battery capacity VI ₂ is outside the danger zone and the idling is performed, the large electric load 8 is supplied from the small electric load 8. At this time, the power generation of the generator 5 is delayed with respect to this change. Therefore, at this time, if the battery 1 is being charged by the generator, the charging current for the battery 1 is supplied to the electric load 8, so that the charging current is temporarily reduced sharply. Since the current is supplied from 1 to the electric load 8, the discharge current temporarily increases suddenly. The sudden change of the current of the battery 1 is detected by the current detector 6 to detect the application of a large electric load.

Conversely, when the engine 2 is idling,
The state in which the electric load 8 is turned on (for example, the field winding 5
b) when the electric load 8 is interrupted, the current supplied from the generator 5 to the interrupted electric load 8 is temporarily reduced. Is supplied to the battery 1, the charging current increases rapidly. By detecting the rapid increase of the charging current by the current detector 6, a large sudden decrease of the electric load 8 is detected.

The control when the load suddenly increases or decreases as described above (hereinafter referred to as rapid load change control) will be described with reference to the flowchart of FIG. First, in step 100j, it is detected whether or not the load sudden change control is currently being performed. This is cleared when an IG switch (not shown) is turned on. Therefore, the charge current or discharge current of the battery 1 is determined in the next step 100k. The difference between I _B2 and the control charging current I _BC is detected.

[0055] As described above, the charging current or discharging current I _B2 of the battery 1 is controlled so as to approach the control charge current I _BC at a predetermined speed, given even when the electric load 8 is turned on or off Since the speed is controlled, the generator 5 does not immediately respond to the change in the electric load 8 and a time delay occurs. Therefore, when the electric load 8 increases, the current is supplied from the battery 1 to the electric load 8, and when the electric load 8 decreases, the charging current is supplied from the generator 5 to the battery 1. _B2 and control charging current I _BC
And the difference becomes large.

Therefore, the discharge current is represented by a different sign with respect to the charge current. If the absolute value of the difference between the current of the battery 1 and the control charge current I _BC is smaller than a predetermined value I ₀ (for example, 15 [A]), the load is reduced. Is not suddenly changed, the normal control is entered in step 100l. (Detection of the electric load 8 as described above are those carried out by the electric load detecting means, in the present embodiment is shown as being included the electric load detecting means into conduction ratio control circuit 9f _3.) The normal control The control is the same as the control in the normal traveling state described above, and the description is omitted.

Next, a case where the electric load 8 suddenly changes.
To explain, in step 100k from the state of normal control
Charge current or discharge current I of battery 1_B2And control charging power
Style I _BCIs the predetermined value I₀Test that
When it comes out, in step 100n,
At that time, remember that sudden load change control is being performed.
Good. In step 100o, the performance in the previous step 100k
Calculated current I of battery 1_B2And control charging current I_BCWith
By the difference, for example, if the sign of the charging current is (+), I
_B2-I_BCWhen <0, it is determined that the electric load 8 has increased sharply.
Transistor 9f at step 100p₁ON time T_ON
During normal running₁Smaller Δα₁Only increase.

[0058] Here, it is determined that the electric load 8 when the I _B2 -I _BC> 0 fell sharply, the ON time T _ON of the transistor 9f ₁ at step 100q, only [Delta] [beta] ₂ is less than [Delta] [alpha] ₂ at the time of normal running Decrease. Further, at this time, as shown in Table 2, the control charging current I _BC is set to 30 [A], and as shown in Table 4, the control voltage V _BC is increased by 0.5 [V] to charge the battery 1. Set to increase volume.

Thereafter, the steps are performed similarly to the control during normal running.
The voltage V of the battery 1 is _B2And control voltage V_BCWhen
And the voltage V of the battery 1_B2Only if is larger
The power generation of the generator 5 is stopped. And 10 [ms] elapsed
Thereafter, the process returns to step 100i. Next, load
Step 1 is stored because sudden change control is being performed.
Move to step 100m at 00j to charge battery 1
Current I_B2And control charging current I_BCCompare with Both are the same
Value, the charging current gradually increases due to sudden load change control.
Control charge current I after rising or decreasing_BCJudge that
Then, in step 100l, the normal control is started.
The fact that normal control is being performed is stored. In step 100m
Charging current I of battery 1_B2And control charging current I_BCAnd the ratio
In comparison, if they are not equal, at 100n again
Enter the sudden load change control. In addition, in step 100m
And the charging current I of the battery 1_B2And control charging current I_BCWith
Enter normal control when the absolute value of the difference is the specified value.
You may.

As described above, when the electric load 8 is applied at the time of idling, it is reliably detected, and from this point on, the field current is gradually increased, and the power generation amount of the generator 5 is gradually increased. By preventing the load on the engine 2 from rapidly increasing, it is possible to prevent problems such as engine stall caused by the sudden increase in the load on the engine 2. Conversely, if the electric load 8 is interrupted during idling, this is reliably detected, and from this point on, the amount of power generated by the generator 5 is gradually reduced, and during this time, the charging current to the battery 1 is increased to increase the engine load. By preventing the load on the engine 2 from suddenly decreasing, it is possible to prevent problems such as an increase in the number of revolutions caused by the sudden decrease in the load on the engine 2.

Here, when the electric load 8 is turned on when the duty of the field current flowing through the field winding 5b of the generator 5 is 90% or more, the field current is gradually increased. No need. At the time of acceleration When the vehicle is accelerated during running, this is detected from an increase in the intake pressure of the fuel, and as shown in Tables 2 and 4, the second battery capacity VI ₂ during running is fully charged or in the good zone. The control voltage V set before acceleration.
_By setting the control voltage V _BC at 2 [V] lower than _BC and setting the control charging current I _BC to 0 [A], the power generation amount of the generator 5 is reduced, and the acceleration is improved.

On the other hand, if the state of the battery 1 is defective or dangerous, it is necessary to continue charging. Therefore, even during acceleration, the battery 1 is controlled by the control voltage V _BC and the control charging current I _BC set before acceleration. Continue control. At the time of deceleration When the vehicle decelerates during running or when the vehicle goes downhill, as shown in Tables 2 and 3, the control charging current I _{BC is set} to 3
0 [A], 2.2 [V] when the second battery capacity VI ₂ is in the fully charged zone, 1.0 [V] when it is in the good zone, and When the control voltage V _BC is applied, the control voltage V _BC is _increased by 15 [V] in addition to the control voltage V _BC set before the deceleration.
[V] and set the upper limit capacity VI ₀ of the second battery capacity VI ₂ during traveling to the correction value C (for example, 5 [A
h]). In this way, the amount of power generated by the generator 5 is increased so as to charge the battery 1, the engine brake is increased to assist in deceleration, and the energy during deceleration is regenerated to charge the battery 1.

On the other hand, when the second battery capacity VI ₂ is in the danger zone, if the control charging current I _BC and the control voltage V _BC are set to those shown in Tables 2 and 3, the electric load 8 Do not change these settings, as they may adversely affect the settings. Hereinafter, control during acceleration and during deceleration described above will be described with reference to FIG. First, at step 501, an engine state signal is input. The engine state signal is, for example, a position sensor of a throttle, an intake pressure sensor of an intake manifold of the engine, or the like, and may be a signal capable of detecting the acceleration, deceleration, and downhill conditions of the vehicle. Next, in step 502, it is determined whether the vehicle is in an acceleration state. When it is determined that the vehicle is accelerating,
In step 503, the second battery capacity VI ₂ running
Is in the fully charged or good zone. When it is determined that the battery is in the fully charged or good zone, the control voltage V _BC is determined in step 504 as shown in Table 4 above _.
Is decreased by 2 [V], and in step 505, the control charging current I _BC is set to 0 [A].

On the other hand, when it is determined in step 502 that the vehicle is not in an accelerating state, it is determined in step 506 whether the vehicle is in a decelerating state or a downhill state. When it is determined that the vehicle is in the decelerating state or the downhill state, at step 507, the second battery capacity VI ₂
Is determined to be a danger zone. Second battery capacity V
When I ₂ is determined not to be dangerous zone, Step 5
At 08, the control voltage V _BC is set to 15 [V], and at step 509, the control charging current I _BC is set to 30 [A].
Then the upper limit capacity VI ₀ of the second battery capacity VI ₂ 5 [Ah] increases at step 510.

If the above conditions are not satisfied, the control charging current I _BC , the control voltage V _BC , and the upper limit capacity VI ₀ are set to normal values in steps 511 to 513, respectively. Further, for the purpose of not to overcharge the battery 1 may be limited to a certain time limit capacity VI ₀ increase period in the decelerating from the deceleration start. (IV) battery exhaustion alarm Next, in step 110 shown in FIG. 3, if the second battery capacity VI ₂ is decreased below the set value of the danger zone, an alarm of battery exhaustion by the warning section 9i.

[0066] If it is determined that the key switch is turned off at step 120, at step 130, the second last value of the battery capacity VI _2, as a third battery capacity VI ₃ in the battery capacity monitor unit 9g Memorize and prepare for the next run. As described above, in the embodiment of the device of the present invention, the state of the battery (degree of deterioration) is detected at the start of traveling of the vehicle, and the upper limit capacity for charging the battery is set accordingly. It can be charged properly without doing. Then, when the vehicle is decelerating or going downhill, the control voltage and the control charging current are increased so as not to adversely affect the electric load, and the upper limit capacity is increased according to the state of the battery detected at the start of traveling. Thus, a regenerative effect in consideration of the state of the battery can be obtained.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram showing an embodiment of a vehicle charging control device of the present invention.

FIG. 2 is a block diagram illustrating processing functions of a control circuit according to the embodiment.

FIG. 3 is a flowchart showing processing in a control circuit in the embodiment.

FIG. 4 is a characteristic diagram showing characteristics of a battery voltage with respect to a battery capacity when the battery is discharged.

FIG. 5 is a characteristic diagram showing characteristics of charging efficiency with respect to battery capacity when the battery is charged.

FIG. 6 is a characteristic diagram showing an integrated amount of a battery charging current with respect to a battery capacity when the battery is charged.

FIG. 7 is a battery state instruction diagram showing the state of the battery divided into four according to its capacity.

FIG. 8 is a flowchart showing Step 30 of FIG. 3 in detail.

FIG. 9 is a flowchart showing Step 40 of FIG. 3 in detail.

10 is a configuration diagram showing in detail a generator 5 shown in FIG. 1 and a power generation controller 9f shown in FIG. 2;

11 is a flowchart showing processing by conduction ratio control circuit 9f ₃ during normal running.

12 is a flowchart showing processing by conduction ratio control circuit 9f ₃ during idling.

FIG. 13 is a flowchart showing processing by the control circuit 9 during acceleration, deceleration, and downhill.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Battery 2 Engine 3 Starter 4 Starter switch 5 Generator 6 Current detector 7 Temperature detector 9 Control circuit

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) H02J 7/14-7/24

Claims (2)

(57) [Claims] And 1. A battery capacity <br/> detecting means for detecting a capacity of the battery, and maximum capacity setting means for setting an upper limit capacity as charge target value when charging the battery-detects the running condition of the vehicle a running condition detecting means, wherein the battery capacity as the capacity detected by the detecting means becomes the maximum capacity set by the upper limit capacity setting means, power generation control for controlling the power generation amount of the alternator for charging the battery Means, and when the traveling state detecting means detects that the vehicle is in a decelerating state or a downhill state, the power generation amount of the generator is
Higher than the power generation amount before detecting the deceleration state or downhill state
The vehicle is in a deceleration state or a descending state by the power generation amount correction means for correcting and
When it is detected that the vehicle is in a sloping state, the upper limit capacity is reduced.
Predetermined for the upper limit capacity before detecting the speed state or downhill state
A control device for a vehicular generator, comprising: an upper limit capacity correcting means for correcting the amount by a higher amount . 2. The battery capacity detection means, The initial capacity of the battery is determined from the discharge characteristics during starter operation.
Means for calculating, Integration of battery charge / discharge current after engine start
Means for determining the capacity of the battery from the value and the initial capacity;
The vehicle generator according to claim 1, further comprising:
Control device.