JP3070788B2 - Power generation control device for in-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 system for a vehicle equipped with an internal combustion engine, and more particularly, to a control device and a control method for a vehicle-mounted generator that is driven by the internal combustion engine to generate electric power.

[0002]

2. Description of the Related Art Conventionally, a vehicle-mounted generator mounted on an automobile and driven by an internal combustion engine to generate electric power is controlled by a control device generally called an IC regulator so that a battery voltage is controlled to a reference voltage (about 14.4 V). It was controlled to become. This IC regulator detects the output voltage of the battery charged by the output generated by the generator,
When this voltage value is equal to or lower than the reference voltage, a field current is supplied to generate electric power. It was controlled to become.

According to Japanese Patent Publication No. Hei 3-10018, an electric load applied to an engine is detected by a sensor for detecting a load current, and a generated voltage and an idle-up amount are controlled by a magnitude of the applied load current. Engine rotation control device.

[0004]

In the above-mentioned prior art engine rotation control apparatus, especially in the latter, from the viewpoint of reducing the fluctuation of the rotation of the engine, the power generation voltage and idle-up according to the electric load state of the engine are considered. If the amount is controlled to limit the rotation fluctuation due to the electric load during idling, good control of the power generation operation becomes possible.

From the viewpoint of the state of charge of the battery, the ideal voltage is in the range of 14 to 15 V,
2. Description of the Related Art In a current automobile, electronic control is advanced, and an electric load is increased by mounting a large number of electronic components. However, in reality, an electric load exceeding the power generation capacity of the generator may be used, such as in an idle state at night, and the battery voltage is reduced. For this reason, it is difficult to keep the state of charge of the battery constant due to the repetition of charge and discharge. In some cases, it is possible to obtain a better state of charge by increasing the generated voltage to about 16 V. As a result, the voltage was controlled at about 14.4 V, so that ideal control of the generated voltage could not be performed.

In view of the above-mentioned problems in the prior art, the present invention provides a more organic and comprehensive control of the internal combustion engine and the generator to control the onboard generator more appropriately adapted to the operation state of the internal combustion engine. It is an object to provide an apparatus and a control method.

[0007]

In order to solve the above-mentioned problems, a means for obtaining a stable voltage is to change the reference voltage of the generator (usually constant at about 14.4 V) in accordance with the engine load condition, and to set the low voltage. It is to provide a regulation voltage varying function that can be varied from the side (for example, 0 V) to a high voltage state (for example, 16 V).

Therefore, according to the present invention, an internal combustion engine mounted on a vehicle, a generator that is rotated by the internal combustion engine and changes its output power by controlling its field current, and a power generated by the generator The battery to be charged, and the operating state, mechanical load state, and electric load state of the internal combustion engine
State, battery charge state and environmental state
And any of the various detecting means
Target voltage value based on either of the above detection results
And a pulse signal value corresponding to the reference voltage value
And the pulse signal generating means for outputting a battery voltage and groups
The reference voltage is compared, and if the voltage difference is
Adjust the voltage so that the battery voltage is in balance with the reference voltage.
Control system for an onboard generator with generator voltage adjustment means
In the stem, the duty signal value of the pulse signal
Set predetermined upper and lower limits, and out of the range of the predetermined upper and lower limits
In some cases, the generator voltage generator adjustment is used as the reference voltage value.
A predetermined internal reference voltage value inside the means.
Internal reference voltage setting means, within the predetermined upper and lower limits.
In some cases, the generator voltage adjustment is used as the reference voltage value.
There is an external reference voltage setting means different from the
A power generation control device for an onboard generator
You. In the variable control of the reference voltage of the generator as the external reference voltage generating means, the duty signal value (0 to 100%) of the pulse signal generating means and the reference voltage value of the generator (0 to 16%) are used.
V) as a linear relationship, and 0.16 V /% (16 V / 10
0%) facilitates setting of the reference voltage.

When releasing the variable control of the reference voltage, the reference voltage value at the time of release and the internal reference voltage value (about 14.4
V), a selection is made as to whether the output change of the field current smoothly increases or decreases.

[0010] As described above, a control device and a control method of a vehicle-mounted generator capable of optimally controlling the power generation state of the generator with respect to an internal combustion engine and a battery are proposed.

[0011]

In the control device and method of the vehicle-mounted generator according to the present invention, the external reference voltage value for making the reference voltage variable is:
Duty signal value of pulse signal generation means (0 to 100%)
When the reference voltage value (0 to 16 V) is in a linear relationship, it is 0.16 V /%. Therefore, the reference voltage is set to 12
The output is performed at a duty ratio of 75% when the voltage is set to about V, and is output at a duty ratio of 94% when the voltage is set to about 15V. The reference voltage is set to 1 by the external reference voltage generating means.
When switching from 4.4 V or less (for example, 12 V) to the reference voltage of the internal reference voltage generating circuit (about 14.4 V), the duty signal is output in a state of a lower limit set value or less that is a dead zone for a predetermined time or more. And the reference voltage is 14.4
When switching to the reference voltage (about 14.4 V) of the internal reference voltage generating circuit from the time when the voltage is set to exceed V (for example, 15 V), a state in which the duty signal is equal to or higher than the upper limit set value in the dead zone is output for a predetermined time or longer. Thereafter, when the voltage difference between the battery voltage and the reference voltage is large (when the deviation of the driving torque of the generator is large), the drivability of the generator is reduced by the load response function so that the drivability and comfort are not impaired. The switching of the reference voltage of the generator becomes smooth.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a control system for a vehicle-mounted generator according to an embodiment of the present invention will be described in detail with reference to the drawings.

FIG. 1 shows the overall configuration of a control system for a vehicle-mounted generator according to the present invention. In FIG. 1, an internal combustion engine 1 mounted on a vehicle, such as an automobile,
An output shaft that outputs a rotational torque, that is, a crankshaft: 1
1 is provided. Although not shown, an in-vehicle generator 3 is mechanically connected to the crankshaft 11 via a pulley or a belt (not shown). The on-vehicle generator 3 includes a rotor having a field winding 31 wound around the outer periphery thereof and a two-phase winding 32a facing the outer peripheral surface of the rotor, similarly to the conventional generator. 32b and 32c, and the rotor is composed of the internal combustion engine:
It is rotationally driven in synchronization with one crankshaft. A rectifier circuit 33 composed of, for example, six diodes connected in series / parallel is connected to the three-phase windings 32a, 32b, and 32c of the generator 3, and rectifies the three-phase AC output of the generator. Then, the battery is supplied to the vehicle-mounted battery 4 for charging. The in-vehicle generator 3 is partially provided with a power generation control device 5 that adjusts the output voltage while detecting the in-vehicle battery voltage (VB). This power generation control device:
5 includes a power transistor TR connected in series to the field winding 31; a diode FD connected in parallel; and a control circuit 50 for controlling the power transistor TR. The control circuit 50 detects the voltage VB of the battery 4 and compares it with an internal reference voltage VREF2 (described later).
When B is larger than VREF2, power transistor T
The duty applied to R is reduced, the field current IF is reduced, the output voltage of the generator is reduced, and power generation is suppressed. VB is VR
When it is smaller than EF2, the power generation is increased by the reverse operation. Here, the duty signal DTY: P from the outside of the generator is
Received by the terminal, the duty output value DTY: the VREF 2 variable if tighten and is configured to reference voltage can be varied by P.

An internal combustion engine mounted on the vehicle is:
Is transmitted to the drive wheels 6, 6 via the transmission 2 in the same manner as a general vehicle. In the example shown in FIG.
It is a so-called MPI (multi-cylinder fuel injection) type four-cylinder internal combustion engine, and has four injectors: 51, 51, 51, 5
1 and its driving device: 52, 52, 52, 52 are provided, which control the fuel supply amount for each cylinder. Further, the internal combustion engine 1 is provided with spark plugs 53, 53, 53, 53 for each cylinder, and these are, for example, distributors 5 having a built-in ignition coil.
Sparks are generated by the high voltage for ignition distributed in the order of the ignition cylinders from 4 to explode the fuel charged and compressed in each cylinder. And these injectors: 51, 51, 5
1, 51, the operation of the spark plugs: 53, 53, 53, 53 are controlled by a so-called engine control unit (ECU) which is a control device of the internal combustion engine. In FIG. 1, a fuel tank 7 for storing fuel to be supplied to the internal combustion engine 1 is provided with a fuel for pressurizing and supplying the fuel to the injectors 51, 51, 51, 51. Fuel pump: 71 is sunk, this fuel pump:
The operation of 71 is also controlled by the ECU via the fuel pump control device: 72. As described above, the ECU 8 that controls the internal combustion engine 1 is configured using, for example, a microcomputer as shown in the figure. In the illustrated example, the ECU 8 performs various calculations. A central processing unit (CPU) 81, a random access memory (RAM) 82 for temporarily storing various data used for calculation, and a read-on memory RO storing and storing programs and necessary data.
M: 83, and each of these is individually
So-called hybrid input / output integrated circuit (I / O LSI): 84
Is provided. The I / O LSI 84 is for taking in various parameters and data necessary for controlling the internal combustion engine 1 into the microcomputer. For example, an analog signal such as a battery voltage VB is An A / D converter for converting into a digital signal is also incorporated. Also, this I / O LSI: 84
It is also configured to generate control signals for driving and controlling various actuators based on the calculation results of the microcomputer.

In order to detect the parameters and data of the internal combustion engine required for control by the ECU 8 described above, for example, an air flow meter (for example, a hot wire air-type air flow meter) for detecting an intake air amount Q taken into the internal combustion engine. Flow sensor, etc.): 1
01, water temperature sensor for detecting the water temperature T _w of cooling water: 10
2, a throttle sensor 103 for detecting the opening θ of the throttle valve: 103, an O ₂ sensor for detecting the oxygen concentration O ₂ in the exhaust gas and controlling the air-fuel ratio (A / F) of the supplied fuel:
104, a predetermined rotation angle (for example, 1) of the crankshaft 11 for detecting the speed or rotation angle of the internal combustion engine;
Crank angle sensor that generates a pulse output n for each degree): 1
05, for example, an idle switch for detecting the idling state S _I of the engine from the angle of depression angle or throttle valve of the accelerator pedal: 106 And, starter switch detects the charged S _S starter performing starting of the engine: 1
07 etc. are provided. Further, the transmission 2 is provided with a neutral switch 108 for detecting whether or not the transmission is in the neutral state _SN .

In addition to the various operating parameters and data of the internal combustion engine described above, the ECU: 8 has the battery voltage VB of the vehicle-mounted battery: 4, and is connected to the vehicle-mounted battery: 4, for example, a headlight lamp or the like. electrical load: 41 ... current sensor for detecting the load current I _l to be supplied to the 42 output signals of news, the generator: 3 of the field winding: field current supplied to the 31 The output signal of the current sensor 35 for detecting _If is input. These current sensors 42 and 35 are configured using, for example, a Hall element or the like.

In addition, the ECU 8 includes a so-called air conditioner load switch for detecting the operation of an electromagnetic clutch 91 for connecting and disconnecting the compressor 9 of the vehicle-mounted air conditioner to the crankshaft 11 of the internal combustion engine. : 92 is also input, and it is determined whether the air conditioner is turned on.

In the configuration described above, first, the power generation control device 5 detects the output voltage VB of the vehicle-mounted battery 4 and compares the output voltage VB with a predetermined reference value to generate the field current _If.
, So that the power generation operation of the vehicle-mounted generator 3 is controlled. On the other hand, the ECU 8 takes in the operation parameters of the internal combustion engine output from the various sensors, switches, and the like, performs a predetermined calculation, and then based on the calculation result, various actuators (in the above example, the supply And a fuel pump for supplying pressurized fuel to the injectors, thereby controlling the operation of the internal combustion engine. This is the same as in the prior art.

According to the present invention, the ECU:
In addition to controlling the operation of the internal combustion engine 1, furthermore,
The on-vehicle generator 3 is also configured to control the power generation operation. That is, the I / O LSI of the ECU: 8: 8
The control duty output value DTY: P is output from the output side port 4 (I / O LSI: 84 right end in FIG. 1 ), and is output to the control circuit 50 of the power generation controller 5 and more specifically to the control circuit 50. Input to the C input terminal.

The circuit configuration of the control circuit 20 is shown in detail in FIG. FIG. 2 shows a control circuit of 50 generators: 50
And a voltage deviation circuit: 50
1, a PWM control circuit: 502; a control duty output value DTY: P received from the C terminal; a waveform shaping circuit 503 for receiving the control duty output value P and shaping a waveform; a duty voltage conversion circuit 504; a VREF switching circuit 505. Consists of Switching of this VREF switching circuit: 505
Duty voltage conversion circuit: Duty signal from 504
And waveform shaping circuit: 503
That's what I did. It is worth mentioning that this
In addition to switching by the upper and lower limits of the duty signal, for example,
The power generation control device 50 alone when no external signal is input
It can be operated at any time.

Further, an alarm circuit 507 for driving the charge alarm lamp 506 via the L terminal is provided. Here, when the control duty output value DTY: P is input, it is shaped by the waveform shaping circuit 503, and the pulse peak value VP is controlled to a constant value (VP). The shaped pulse signal a is transmitted to a duty voltage conversion circuit 504, and generates a DC voltage VREF1 according to the duty value.
The VREF switching circuit 505 detects the cycle of the signal a, and switches the output VREF1 to the internal reference voltage VREF2 when the cycle is equal to or longer than a predetermined value (for example, 20 mS), and switches to the VREF1 otherwise.

FIG. 3 shows the control duty output value DTY: P calculated by the ECU 8 according to the operating state and the mechanical load state of the internal combustion engine, and also the electric load state, the battery state or the environmental state, and the generator Reference voltages VREF1, VREF2
It is an example showing the relationship. In this figure, 0% is D
TY minimum, a% lower limit, b% upper limit, 100%
Is determined as the maximum value, and DTY is output to the IC regulator in the range of a% or more and b% or less, the IC regulator outputs the reference voltage VREF1 of the external reference voltage generation means corresponding to DTY. Thus, the field current _If is controlled so that the reference voltage VREF1 can be varied in the range of 0 to 16V. In addition, DTY is less than a% or DTY is more than b% (0 ≦ DTY).
<A%, b <if output DTY ≦ 100%), IC regulator controls the field current I _f so that the internal reference standard voltage value VREF2 the battery voltage VB is equal to or higher than the full charging voltage. The value of VREF2 is 14.4 ± 0.
It is almost constant at about 3 V, but slightly changes from the temperature characteristic. Note that DTY and the reference voltage value VREF1 are configured to obtain a characteristic of a proportional relationship that can be uniquely determined.

FIG. 4 is a diagram showing the relationship between the VREF1 determination voltage when switching from VREF1 to VREF2 and the switching DTY of VREF1. VREF1 is 14.4
When switching below V, DTY is less than a% or 0
%, And when switching at a voltage higher than 14.4 V, the reference voltage VREF is switched from 1 to 2 by outputting b% excess or 100%.

FIG. 5 shows a control duty output value DTY output from the ECU 8 to the control circuit of the power generation controller 5.

The control duty output value DTY corresponds to the generator reference voltage VREF1 calculated by the ECU 8 according to the operating state of the internal combustion engine, and is an output signal to the power generation control device 5. The control duty output value DTY is represented by the following equation.

DTY = Ton / (Ton + Toff) (%) (Equation 1) Here, FIG. 6 shows a waveform of the duty voltage conversion circuit.
FIG. 6A shows a pulse waveform input to the C terminal. FIG.
Is a waveform shaping circuit diagram, and 503a and 503b are CMs.
An analog / transfer gate composed of an OS transfer gate
Switch, 503c is a reference voltage source (2.4V), 503d is N
OT gate. When the input c is at the Hi level, the analog switch 503a is turned on, and the analog switch:
503b is in a cutoff state, and the output a is grounded. Next, when the input c is at the low level, the analog switch 503b is conducting, the analog switch 503a is off, and the output a is 2.4V. FIG. 6 (a)
When the c input repeats Hi / Low as in
Repeat V / 2.4V.

Next, a duty voltage conversion circuit: 504a
FIG. 8 shows an example of the internal circuit of FIG. 504a, 50 in FIG.
4b is a resistor, and 504c and 504d are secondary filters composed of capacitors. For the input a of the circuit block, the output VREF1 outputs a DC component, and FIG.
The waveform is as shown in FIG.

The internal circuit of the VREF switching circuit 505 is as shown in FIG. Reference numeral 505a denotes a frequency detection circuit which outputs Hi when the pulse frequency of the input a is high (the period is short) and outputs Low when the pulse frequency is low. Reference numerals 505b and 505c denote analog switches constituted by C-MOS transfer gates, 505e denotes a reference voltage source (2.1 V), and 505d denotes a NOT gate.
When the input a does not change for a certain period of time, that is, when the frequency is low, the analog switch 505c is turned on,
Switch: 505b is in the cut-off state, and 2.1 V appears at the output VREF. Next, when a Hi / Low signal is generated at the input a, the analog switch 505b is conductive, and the analog switch 505c is off.
The output VOUT becomes equal to VREF1. The VREF signal obtained by the above operation is transmitted to the voltage deviation circuit 501 in FIG.

FIGS. 10 and 11 show VREF1 to VREF.
2 shows an example of the operation when the control is switched to 2. FIG.
The following are examples of detection means that can be used in place of the switch shown in FIG. First, as means for detecting the operating state of the internal combustion engine, there are a crank angle sensor for detecting the engine speed, a throttle sensor for detecting the throttle opening, a basic fuel injection amount, an idle switch, and a sensor for detecting the vehicle speed. , A sensor that detects the intake pipe pressure, a sensor that detects the intake air temperature, a sensor that detects the amount of intake air,
Sensor for detecting engine water temperature, A / for detecting air-fuel ratio
There are an F sensor, a knock sensor, and an O ₂ sensor, and at least one of them is a parameter. Further, mechanical loads include an air conditioner load, a hydraulic power steering load, a shift position of an AT transmission, and a traction state of wheels. As means for detecting, an air conditioner on / off switch, a power steering on / off switch, There are a neutral switch, a parking switch, and a wheel speed (traction) detection sensor. Means for detecting the electric load state include a sensor for detecting a load current, a battery charging current, or a field current, a switch of a headlight or a fog lamp, a rear defogger switch, and an on / off switch of an electric power steering. As means for detecting the state of the battery, a sensor for detecting the temperature of the electrolyte of the battery,
There are sensors for detecting the specific gravity of the electrolyte of the battery, and devices for detecting the open terminal voltage and the charging voltage of the battery. Means for detecting the environmental state include a switch for detecting the operation of the wiper, a sensor for detecting the outside air temperature, an on / off switch of an automatic lighting type light, and a sensor for detecting raindrops.
However, at least one of the above parameters is used as a detection unit for prohibiting variable control of the external reference voltage.

FIG. 10 shows an example of the operation when the headlight switch is used as a trigger when the control is switched from VREF1 to VREF2. The duty DTY when the headlight switch is switched from off to on is an output value corresponding to VREF1 and the reference voltage VREF1
<14.4V. From this, the duty DTY at the time of releasing VREF1 is determined to be 0% (less than a%).
DTY0% (a) for switching from VREF1 to VREF2
%) For t seconds. In the IC regulator, the operation of load response control is determined according to the voltage difference between the battery voltage VB and the reference voltage VREF2. If the voltage difference is larger than a predetermined value, the rate of increase of the field current is gently controlled by the load response control. And the torque fluctuation is small, and the battery voltage VB gradually becomes 1 (because VREF2 is 14.4 V).
It rises to 4.4V.

FIG. 11 shows an example of the operation when the wiper switch is used as a trigger when the control is switched from VREF1 to VREF2, similarly to FIG. Duty DTY when the wiper switch is switched from off to on
Is an output value corresponding to VREF1 and the reference voltage VREF
1> 14.4V. From this, it is determined that the duty DTY at the time of releasing VREF1 is 100% (b% or more). D to switch from VREF1 to VREF2
The TY 100% (b% or more) state is continued for t seconds. IC
Battery voltage VB and reference voltage VRE inside the regulator
The operation of load response control is determined in accordance with the voltage difference from F2. If the voltage difference is greater than a predetermined value, the load response control reduces the field current reduction rate, so that the torque fluctuation is small and the battery voltage VB is small. Is (VREF2 is 14.4V
) And gradually decreases to 14.4V.

FIG. 12 shows that the reference voltages are changed from VREF1 to VREF.
The relationship between the reference voltage and the driving torque when switching to F2 is
An example in which the engine speed and the output current are constant is shown. For example, VREF1 becomes 1 by variable control of the reference voltage.
VREF1 is changed to 14.4V from the state controlled to 3V.
In this case, the drive torque of the generator increases (changes) by the difference between the points A and C, causing rotation fluctuations (a change in drive torque corresponds to a change in field current). In order to cope with this change in drive torque by voltage change, E
It is necessary to cope with PID control including UC8 ,
For 14.4V, Ri Do unnecessary PID control for the switching to the internal reference voltage VREF2 which may operate at negative <br/> load response function as a generator control unit 5 alone, the variable control of the reference voltage It is possible to cancel. The means is
According to FIG. 3, it is necessary to select either 0% or 100% duty. At this time, since the drive torque to be released by 0% the increasing direction from the point A to the point C, the field current is smoothly varied the increasing direction, but when released at 100% until
First, it is determined that the torque is to be reduced.
Since the to head to the point, but the load response function is in a direction reducing the field current (opposite direction), since then so that the causes control to the desired required field current <br/> increasing direction, the response delay It is better to release at 0% in order to reduce it.

Next, the operation of the ECU 8 will be described.
The ECU 8 controls the fuel system and the ignition system of the engine, outputs a duty signal to the generator, and performs variable control of the reference voltage. An example of the overall flowchart is shown in FIG. When the task of generator control is started in step 1001 of FIG. Here, engine speed, vehicle speed, basic fuel pulse width, throttle opening, neutral switch, idle switch, engine water temperature, outside air temperature, intake pipe pressure, intake air amount, battery Detects the state of voltage, etc., and performs idle, acceleration, deceleration, steady,
The start is determined. Next, as an example of detecting a mechanical load in step 1003, an air conditioner switch,
State detection by power steering operation is performed. Then, the process proceeds to step 1004. As an example of detecting the state of the electric load, a set electric load switch (rear defogger, headlight, radiator fan, etc.) or a signal from a load current detection sensor or a field current detection sensor is output. To detect. Steps 1003 and 1004 may be environmental state detecting means or battery state detecting means as shown in FIG. Based on the detection results in steps 1002, 1003, and 1004, it is determined in step 1005 whether the variable control of the reference voltage (VREF1) is possible. Then, in step 1006, it is determined whether or not the variable control of the reference voltage was previously established based on the previous duty signal value. If the variable control of the reference voltage has been established last time, the process proceeds to step 1007, and it is determined whether or not the previous reference voltage VREF1 exceeds 14.4V. At this time, if VREF1 exceeds 14.4V, the duty is set to 100% in step 1008. If the variable control of the reference voltage was not established last time, or if VREF1 is 14.4 V or less, the duty is set to 0% in step 1009. If variable control of the reference voltage is possible in step 1005, the process proceeds to step 1010, where the value of VREF1 is determined, and based on the value, a duty value corresponding to VREF1 is converted in step 1011. Then, in step 1012, the duty signal is output to the IC regulator.

[0034]

As is apparent from the above description , according to the control apparatus for a vehicle-mounted generator according to the present invention, a control system for a vehicle is provided.
For changing voltage demands on the generator as a whole
The duty of the pulse signal that controls the generator output from the beginning
Variable voltage for changing voltage demand control using values
Control and predetermined voltage control that the power generation control device originally has
Cost can be increased
Ensuring sufficient driving performance of the vehicle without causing
it can.

[Brief description of the drawings]

FIG. 1 is a block diagram showing the overall configuration of a control system.

FIG. 2 is a circuit block diagram illustrating a circuit configuration of a power generation control device of the control system.

FIG. 3 is a relationship diagram between a control pulse P (duty) and a reference voltage.

FIG. 4 is a diagram showing a control switching determination reference voltage from VREF1 to VREF2.

FIG. 5 is an explanatory diagram of a control pulse P.

FIG. 6 is a waveform diagram of a duty voltage conversion circuit.

FIG. 7 is a waveform shaping circuit diagram.

FIG. 8 is an internal circuit diagram of a duty voltage conversion circuit.

FIG. 9 is an internal circuit diagram of a VREF switching circuit.

FIG. 10 is a diagram illustrating an operation when control is switched from VREF1 to VREF2.

FIG. 11 is a diagram showing an operation when control is switched from VREF1 to VREF2.

FIG. 12 is a diagram showing a relationship between a driving torque and VREF1 when switching from VREF1 to VREF2.

FIG. 13 is a flowchart of variable control of a reference voltage.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 3 ... In-vehicle generator, 5 ... Power generation control device, 8
... ECU, 11 ... Crankshaft ... 31, 32 ... Field winding.

──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Masakatsu Fujishita 2520, Oaza Takaba, Katsuta-shi, Ibaraki Hitachi, Ltd. Automotive Equipment Division (56) References JP-A-61-231844 (JP, A) ( 58) Field surveyed (Int.Cl. ⁷ , DB name) H02J ^7/ 14-7/24 H02P 9/14

Claims (2)

(57) [Claims] An internal combustion engine mounted on a vehicle, a generator that is rotated by the internal combustion engine and changes output power by controlling a field current thereof, and a battery that is charged by the generated power of the generator have any of the various detection means for detecting the respective operating conditions and mechanical load condition and electrical load conditions and battery charge status and environmental conditions of the internal combustion engine, based on either detection result of the various detection means Goal
And the pulse signal generating means for outputting a pulse signal value corresponding to the reference voltage value with obtaining a reference voltage value which is, by comparing the voltage with a reference voltage of the battery, when the voltage difference is equal to or greater than the set value of the battery Generator voltage adjusting means for adjusting the voltage so that the voltage is balanced with the reference voltage
In the control system of the vehicle-mounted generator , predetermined upper and lower limits are set to the duty signal value of the pulse signal.
Provided, when it is out of the range of the predetermined upper and lower limit values,
As a reference voltage value, the inside of the generator
Internal reference voltage setting to set a predetermined internal reference voltage value
Setting means, when within the predetermined upper and lower limit range, the
As a reference voltage value, different from the generator voltage adjusting means
Characterized by having external reference voltage setting means from outside
Power generation control device for onboard generators. 2. The control device for a vehicle-mounted generator according to claim 1,
In the above, the external reference target value is a vehicle and an internal combustion engine.
Is calculated by a control device that controls
A variable value calculated based on one of the detection means
A power generation control device for a vehicle-mounted generator.