JP3084789B2 - Vehicle charge control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle charging control device which sets a target charging value of a battery based on the state of a vehicle-mounted battery and charges the battery to the target value during traveling.

[0002]

2. Description of the Related Art Conventionally, as means for detecting the capacity of a vehicle-mounted battery, for example, as disclosed in Japanese Patent Application Laid-Open No. 53-127646, the capacity obtained from the discharge characteristics at the start of a starter is replaced by the charge / discharge current of the battery thereafter. Is integrated.

When the battery capacity detection means detects a decrease in the capacity of the battery, it is possible to take measures such as preventing the battery from running down by cutting off a predetermined electric load. Further, a method of controlling the power generation amount of the generator in consideration of the capacity of the battery and the state of the vehicle is being studied.

[0004]

Generally, a battery has a charging characteristic as shown in FIG. That is, when the battery is new, as shown by the solid line, when the capacity of the battery is about 80% or less of the actual capacity, the rate of increase of the capacity with respect to the charging current (hereinafter referred to as charging efficiency) is about 100%. is there. However, when the capacity of the battery becomes approximately 80% or more of the actual capacity by charging, gassing (the voltage of the electrode increases as the battery is charged and its capacity increases, and this electrode voltage becomes higher than a predetermined value) (A phenomenon in which water in the battery fluid is electrolyzed by the charging current when the charging current rises), the charging efficiency gradually decreases. Then, as the battery deteriorates, the timing at which gassing starts, that is, the timing at which the charging efficiency starts to decrease gradually becomes faster, the charging efficiency decreases rapidly, or the capacity of charging the battery ( Hereinafter, the “maximum capacity” is reduced, and the capacity does not increase to the actual capacity (= the maximum capacity at the time of new product). That is, the charging characteristics of the battery are different between a new battery and a deteriorated battery. The broken line in FIG. 5 shows an example of the charging characteristics of the deteriorated battery.

[0005] The capacity of a battery is also reduced by discharging. Therefore, in the conventional battery state detection, even if a decrease in the capacity of the battery can be detected, it cannot be detected whether the decrease is due to discharge or deterioration.

As described above, in order to control the amount of power generated by the generator in consideration of the state of the vehicle, it is necessary to charge the battery as much as possible. It is used for gassing, and the battery fluid is reduced by that amount, which affects the battery life. In addition, if charging continues even though the maximum capacity is reduced and the capacity does not increase even if the charging current is continuously supplied, a problem such as a further decrease in the amount of battery fluid due to gassing occurs.

Accordingly, an object of the present invention is to provide a vehicle charging control device capable of charging a battery so as to minimize the gassing amount in consideration of the charging characteristics of the battery.

[0008]

In order to achieve the above object, a starter driven by an onboard battery and starting an engine, a vehicle generator driven by the engine and charging the battery, Battery current detection means for detecting a charge / discharge current, battery voltage detection means for detecting a terminal voltage of the battery, battery current integration means for integrating the charge / discharge current of the battery detected by the battery current detection means, First battery capacity detection means for detecting the capacity of the battery at the time of starting the engine, and the first battery capacity detected by the first battery detection means, the first battery capacity detected by the battery current integration means, The battery current integrated value after the first battery capacity detection is added, and the second battery A second battery capacity detecting means for detecting the rechargeable capacity, a first battery capacity detected this time, and a second battery capacity immediately before detecting the first battery capacity, based on a comparison result. A target value setting means for setting a charge target value of the battery after the engine is started, and a target value set by the target value setting means,
Power generation control means for controlling the amount of power generated by the vehicle generator so as to charge the battery.

[0009]

According to the above-described vehicle charging control device, first, the gassing amount is detected by comparing the first battery capacity and the second battery capacity. Then, in order to set a charge target value of the battery based on the gassing amount, the battery is charged so as to minimize gassing. As a result, overcharging of the battery can be prevented, so that shortening of the life of the battery can be prevented. In addition, the difference between the first and second battery capacities at the time of comparison is controlled to be small, and the first and second battery capacities obtained by different detection means show similar values. These first and second battery capacities indicate accurate battery capacities. Therefore, the capacity of the battery can be known more accurately.

[0010]

First Embodiment A first embodiment of the vehicle charge control device according to the present invention will be described below. 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.
The description will be made in the order of (I) battery capacity detection, (II) setting of a battery charge target value, and (III) battery charge control during traveling.

(I) Battery Capacity Detection FIG. 2 is a block diagram showing a processing function in the control circuit 9, and FIG.
Is a flowchart showing the control in the control circuit 9, and the description will be made based on the flowchart.

First, in the flowchart shown in FIG. 3, the starter switch 4 is turned on at step 20, and the starter 3 is started. Next, at step 30, the discharge characteristics at the start of the starter are measured, which will be described below with reference to FIG.

In step 302, the current detector 6
The detected discharge current I of the battery 1 _B1To the current detector 9a
Read from. 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, in step 303
For example, 50 [ms] after the start of the starter 3 is confirmed.
wait. This is because immediately after the starter 3 starts, a large current suddenly
Flow noise is generated.
This is because Step 304 eliminates the influence of noise
Then, at step 305, the discharge current I of the battery 1
_B1From the current detector 9a.

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
Is determined to be operating. If it is determined in step 306 that the starter 3 is being started, in step 307, the voltage V _{B1 of the} battery 1 is read from the voltage detector 9c. Here, the above-described range of the discharge current is set by judging that a current of 60 [A] to 250 [A] flows through the starter 3 when the starter 3 is operating and the engine 2 is not started yet. It is not particularly limited to this range.

Next, at step 308, the above-described discharge current I _B1 , voltage V _B1 , and time t of the battery 1 are stored in the discharge characteristic calculation section 9e which functions as a first battery capacity detection means. Step 309 is 3 [s] after starter 3 starts.
(Normally, from starter start to engine start, 1
[S] is considered to be unnecessary, and the operation of the steps 305 to 308 is stopped when the time elapses, and 3 [s] after the starter 3 starts.
If not, the process returns to step 305 again. At this time, the operation of steps 305 to 309, that is,
Reading and storing of the discharge current I _B1 and the voltage V _B1 when the starter 3 operates are repeated at intervals of 25 [ms], and the discharge current I _B1 and the voltage V _B1 corresponding to the time t at that time are stored. Note that the discharge characteristic calculation unit 9e always stores new ten data.

Then, in step 306, the discharge
It is determined that the flow has become less than 60 [A] and engine 2 has started.
In this case, steps 307 and 308 are excluded.
3 seconds after starter start
In step 309, the process proceeds to step 310. Steps
At 310, whether the data is stored at step 308
The discharge current I of the battery 1_B1Maximum value I of_BmaxAnd this
Maximum value I_BmaxVoltage V read at the same time_B1And time t
Is V_ImaxAnd t_ImaxAs the next step
In step 311, on the contrary, the discharge current I_B1Minimum value I of
_BminAnd this minimum value I_BminVoltage V read at the same time
_B1And time t is V_IminAnd t_{Im in}Calculated as
You. Based on these, in step 312, the horizontal axis represents the discharge power.
Style I_B1, The vertical axis is the voltage V_B1The graph set as
Discharge calculated in step 310 and step 311
Maximum value of current I_BmaxAnd the voltage V at that time_ImaxDetermined by
And the minimum value I of the discharge current_BminAnd the voltage at that time
V_IminPlot the coordinates determined by
Draw a characteristic diagram connecting these with a straight line. Next, in this characteristic diagram
From the discharge current I_B1V is 150 [A]_B1The
1 capacitance detection voltage V _Bd1Is calculated as Also a star
The voltage V_Bd1The time t until detection is
Calculated in step 310 and step 311
t_ImaxAnd t_{Im in}Are averaged, and this is used as the capacity detection time t_dWhen
I do. However, the first capacitance detection voltage V _Bd1To decide
Discharge current I_B1Is particularly limited to 150 [A].
No need.

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 determined by the discharge current at the time of driving the starter,
The deviation ΔV from the stable value obtained 5 seconds after the starter 3 starts is subtracted from the first capacitance detection voltage V _Bd1 and corrected. By performing the correction in this manner, the battery 1
A more accurate voltage of the battery 1 at the time of discharging in [A] can be obtained, and this can be obtained by the second capacity detection current V _Bd2.
And

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, it obtains the first battery capacity VI ₁ during cranking from this third capacity detection voltage V _Bd3, will be described below. The solid line in FIG. 4 is a characteristic diagram showing the relationship between the battery voltage and the battery capacity when the battery 1 is discharged at a predetermined current for a predetermined time, and there is no stratification of the specific gravity of the battery liquid, no occurrence of polarization immediately after charging, and the like. Is shown. 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.

According to this characteristic diagram, at step 405,
Using the third capacity detection voltage V _Bd3 determined as described above, the capacity of the battery 1 (hereinafter referred to as the first battery capacity) VI ₁ when the starter 3 is driven 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 function of the initial capacity setting means is fulfilled. battery capacity monitor unit 9g sets the first battery capacity VI ₁ as an initial capacity.
The current integration unit 9d integrates the charge / discharge current of the battery 1 after the start of the engine 2 which is detected by the current detector 6 and read by the battery current detection unit 9a, and also functions as a second battery detection unit. Battery capacity monitor 9g
Detects the _second battery capacity VI2 during traveling by adding the integrated value of the charge / discharge current to the initial capacity. And
The battery capacity monitor 9g is configured to output the second battery capacity VI.
₂ of the last value, i.e. stores a value when the engine is stopped as a third battery capacity VI _3.

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.
Reading the third battery capacity VI _3. Step 6
At 0, the starter 3 is controlled by the battery capacity monitor 9g.
And the first battery capacity VI ₁ detected at the time of driving, the third battery capacity VI ₃ (i.e., the second battery capacity just before detecting a first battery capacity VI ₁₎ of the smaller compare considers the value and true value is set as the initial capacity VI _4. Usually, if the condition of the battery 1 is good,
The first and third battery capacities VI ₁ and VI ₃ have substantially the same value. Therefore, any one of the first and third battery capacities VI ₁ and VI ₃ may be employed. However, since the following case occurs, the smaller one of the first and third battery capacities VI ₁ and VI ₃ is adopted.

First, the first battery capacity VI ₁ is:
The third battery capacity VI ₃ is when a predetermined value larger. In the battery 1, when a phenomenon (hereinafter referred to as “polarization”) in which the concentration of the battery fluid increases near the electrodes immediately after stratification of the specific gravity of the battery fluid or immediately after charging occurs, the characteristic of the voltage with respect to the capacity is changed as shown in FIG. It looks like a broken line. That is, when stratification or polarization occurs, the battery voltage becomes higher than normal. Therefore, if stratification or polarization occurs during the detection of the first battery capacity, the capacity detection voltage is detected to be larger than in the normal state, and the first battery capacity VI _{1 is} detected.
Becomes larger than the true capacity and the third battery capacity VI ₃ . Therefore, it is determined that the third battery capacity VI ₃ is close to the true capacity, and is set as the initial capacity.

Second, the third battery capacity VI ₃ is larger than the _first battery capacity VI ₁ by a predetermined value. This is the case where gassing has occurred, as described above. When gassing occurs, the integrated value of the battery charge / discharge current based on which the _second battery capacity VI ₂ is detected is a value obtained by integrating the charge current used for gassing, and the second battery capacity VI ₂ is detected larger than the true capacitance. Therefore, second third battery capacity VI ₃ is the final value of the battery capacity VI ₂ is larger than the true capacity and the first battery capacity VI ₁ obtained significantly. Further, since if the battery has deteriorated to faster decrease of the charging efficiency, the third battery capacity VI ₃ is further increased with respect to time of a new. Therefore, in this case the first battery capacity VI ₁ is determined to be close to the true capacity, it is set as the initial capacity.

In contrast to the above-described stratification, gassing generates bubbles from the electrode, and the battery liquid is stirred by the bubbles. Therefore, stratification and gassing are unlikely to occur at the same time. Therefore, the first and third battery capacities VI _1, V
Since both I ₃ do not increase, an accurate capacitance can be obtained by adopting the smaller value as described above.

(II) Setting of Target Charge Value of Battery Next, at step 70 shown in FIG. 3, based on the initial capacity, the target charge value of the running battery 1 (hereinafter referred to as “upper limit capacity”) VI Determine ₀ .

For example, if the first battery capacity VI ₁ is
For larger battery capacity VI _3, the third battery capacity VI ₃ and the initial capacity as described above, the upper limit capacity VI
₀ is set as in Equation 1.

[0029]

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, 9 [Ah] or more and 1
Defective when less than 8 [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]. And the capacity increment value A is the initial capacity V
Depending on whether I ₄ is contained in any zone, it has been set as shown in Table 1.

[0030]

[Table 1] 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 desired 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.
Is the same in the other three states). However, it is conceivable that the capacity is 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 [A
h] is set to, for example, 15 [Ah] to secure the capacity. When the battery 1 is in the defective state, the same as in the dangerous state. For example, when the initial capacity is 9 [A] indicating the defective state.
h] is set to 10 [Ah] so that the capacity can be restored to a good state. When the battery 1 is in the good state and in the fully charged state, they are set to 5 [Ah] and 2 [Ah] for the above-described generator control, respectively.

The third battery capacity VI ₃ is equal to the first battery capacity VI ₃ .
For larger battery capacity VI _1, although the first battery capacity VI ₁ and initial capacity, this case is considered to have occurred gassing as described above, the upper limit capacity VI ₀ in accordance with the gassing amount The correction is performed using the correction value B as in Expressions 2 to 4.

[0032]

## EQU2 ## VI ₀ = VI ₁ + AB

[0033]

B = α (VI ₃ −VI ₁ )

[0034]

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, based on the gassing amount at the time of the previous traveling, the correction value B of 80 It is set so as to reduce the total battery capacity increment by [%]. Therefore, the capacity of the battery 1 is charged to increase the capacity during starter drive up to the upper limit value VI _0, the upper limit value VI ₀ is gradually increased for each repeat running, but when the battery 1 is degraded Tokoro Gasification of a fixed amount occurs, and the increment of 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 increase in the upper limit value VI ₀ as much as possible and to further suppress the gassing amount, a 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. Is also good.

(III) Charge Control of Battery During Traveling At step 80, the charging / discharging current I of the battery 1 during traveling is controlled.
_B2, Voltage V_B2And the temperature T_B2And based on this
In step 90, the charge / discharge current I_B2In the current integration unit 9d
Accumulated, running in addition to the initial capacity determined in step 60
Of the present battery capacity, that is, the aforementioned second battery
Capacity VI_TwoAnd store it in the battery capacity monitor 9g.
You. That is, the constantly changing second battery capacity VI_Two
Is always detected. Next, in step 100,
Charge / discharge current I of battery 1_B2, Voltage V _B2, Temperature T_B2The second
Battery capacity VI_Two, Upper limit capacity VI₀Information and
The generator 5 is controlled based on the information of the gin 2,
Based on Table 2 to Table 4, the normal running
Time, acceleration, and deceleration will be described in this order.

[0037]

[Table 2]

[0038]

[Table 3]

[0039]

[Table 4]

Here, Table 2 shows a state (charge state) of the battery 1 and a control charging current _IBC to the battery 1 according to the vehicle mode, and Table 3 shows a normal state according to the state of the battery 1 and the battery temperature. Table 4 shows the control voltage V _BC of the battery 1 at the time, and Table 4 shows a change in the setting of the control voltage V _BC at the normal time in Table 3 according to the vehicle mode.

During normal running As shown in FIG. 10, the generator 5 includes 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 .

In step 100e, the voltage V of the battery 1 is
Detects _B2, is compared with the voltage V _B2 of the battery 1, and a control voltage V _BC determined by the control voltage determining circuit 9f _5. And, when the voltage V _B2 of the battery 1 is larger,
Step 100f at the ON time transistor 9f ₁ T
_By setting _ON to 0, the power generation of the generator 5 is stopped to prevent overcharging of the battery 1 or to prevent troubles to the electric load caused by the voltage of the battery 1 becoming too high.

On the other hand, the voltage V of the battery 1_B2Is smaller
In the case, it is determined in the previous step 100c or 100d.
Time T_ONOnly transistor 9f₁ To conduct.
You. Then, a control loop (step) in which control during traveling is performed.
Steps 80, 90, 100, 110 and 120)
Is controlled by the operation cycle of 10 [ms]
You. Therefore, the ON time is set to a certain time (Δβ₁Or Δ
β_Two) Increase or decrease every 10 [ms]
The control charging current I is set repeatedly and at a predetermined speed._BC(Place
Adjust the charging current of the battery 1 so that it approaches
I have. (The control up to this point is based on the battery current adjusting means.
And the conductivity control circuit 9f_Three Included in the control by
As shown. Here, the above initial capacity is
7, the maximum capacity VI₀
Is VI from Table 1_Three+5 [Ah] is set. And
This upper limit capacity VI ₀Is also in the good zone.
At this time, the second battery capacity VI_TwoIs in good condition
The control charging current determination circuit 9f_FourAs shown in Table 2
Control charging current I_BCIs set to 5 [A], and the control voltage
Road 9f_FiveControl voltage V as shown in Table 3._BCThe battery
1 temperature T_B2Set according to. And always control charging
Control is performed so that the battery is charged with the 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.

Further, during the control during the normal running,
When the electric load 8 is large and the second battery capacity VI ₂ is in the good zone, the charging current to the battery 1 is reduced to zero (control charging current I _BC = 0) as shown in Table 2.
The load control is performed such that the electric power from the generator 5 is reduced by supplying the electric current from the generator 5 only to the electric load 8 to improve the fuel efficiency. At that time, battery 1
Is gradually discharged, and when the second battery capacity VI ₂ decreases by a predetermined amount, the load control is released and the battery 1 is recharged.
Charge.

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.

Accordingly, 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.

The second battery capacity VI during use
_The above load control is performed only when ₂ is in the full charge zone and the good zone. At the time of idling (when the engine is driven at a predetermined rotational speed or less), when the second battery capacity VI ₂ is outside the danger zone, and at the time of idling, when the large electric load 8 is turned on from a small electric load 8, power generation is performed. The power generation of the machine 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
When the charging current temporarily decreases rapidly and the battery 1 is not charging, the current is supplied from the battery 1 to the electric load 8, so that the discharging current temporarily increases rapidly. These batteries 1
Is detected by the current detector 6 to detect the input 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 a sudden 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.

[0053] 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, and the absolute value of the difference between the current of the battery 1 and the control charge current I _BC is a predetermined value I ₀ (for example, 15
If it is smaller than [A]), it is determined that there is no sudden change in load, and 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 This is the same control as the control in the normal running state described above,
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.

[0055] 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 this control is usually
This is performed every 10 [ms] as in the case of traveling.

Next, because it stores it in the previous calculation is being sudden load change control proceeds at step 100j to step 100 m, to compare the charging current I _B2 of the battery 1 and the control charge current I _BC. If the two values are the same, it is determined that the control charging current _IBC has been reached after the charging current has gradually increased or decreased by the sudden load change control, and step 10
At 0l, normal control is entered, and the fact that normal control is being performed is stored. In comparison with the charging current I _B2 of the battery 1 in step 100m and the control charge current I _BC, if not equal two, it enters again to the sudden change in load control at 100n. In step 100m, when the absolute value of the difference between the charging current _IB2 of the battery 1 and the control charging current _IBC is a predetermined value, the normal control may be started.

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 cut off at the time of idling, this is reliably detected, and from this point on, the amount of power generated by the generator 5 is gradually reduced, and during that time, the charging current to the battery 1 is increased. Thus, 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.

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, it 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, if the vehicle is 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 be higher than 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 deceleration 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 acceleration state, determines whether the second battery capacity VI ₂ is fully charged or good zone running at step 503. When it is determined that the vehicle is in the fully charged or good zone, in step 504, the control voltage V _BC is reduced by 2 [V] as shown in Table 4 above.
In step 505, the control charging current I _{BC is set} to 0 [A].
Set to.

On the other hand, when it is determined in step 502 that the vehicle is not in an acceleration state, it is determined in step 506 whether the vehicle is in a deceleration 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 condition is not satisfied, the control charging current I _BC , control voltage V _BC , and upper limit capacity VI ₀ are set to normal values in steps 511 to 513, respectively. Further, for the purpose 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.

As described above, when the vehicle is decelerating or going downhill, the control voltage and the control charging current are increased to such an extent that the electric load is not adversely affected, and the upper limit capacity of the battery detected at the start of traveling is determined. To increase according to the state,
A regenerative effect taking into account the state of the battery can be obtained.

Next, returning to FIG. 3, in step 110 of this embodiment, when the second battery capacity VI ₂ becomes equal to or less than the set value of the danger zone, the alarm section 9i gives an alarm of the dead battery. Step 170 sets the operation cycle 10 [ms] as described above. If it is determined that the key switch is turned off at step 120, at step 130, stores the second last value of the battery capacity VI _2, as a third battery capacity VI ₃ in the battery capacity monitor unit 9 g, Prepare for the next run.

[0070]

[Second Embodiment] In the first embodiment, when gassing is detected, a capacity increase A set for each zone to which the initial capacity of the battery belongs is added to the initial capacity, and a correction value corresponding to the gassing amount is added. (For example, the gassing amount × 0.8) is subtracted to set the upper limit capacity. On the other hand, in the second embodiment, the gassing amount detected this time is calculated from the maximum value of the second battery capacity VI ₂ during the previous running. The value obtained by subtracting is used as the optimum value of the battery capacity, and this is used as the upper limit capacity described in the first embodiment.

Hereinafter, the second embodiment will be described with reference to FIGS.
It will be described based on. FIG. 14 is a flowchart showing the control in the control circuit 9, FIG. 15 is a flowchart showing the details of the processing in step 70 of the flowchart shown in FIG. 13, and FIG. FIG. 17 is a characteristic diagram showing approximation of the characteristics of the charging efficiency of the battery, and FIG. 18 is a characteristic diagram showing the actual charging efficiency of the battery.

In FIG. 14, steps 20 to 60 are the same as those in FIG. 3 shown in the first embodiment, and a description thereof will be omitted. Step 70 is for calculating the maximum capacity TSOC of the battery 1.
To describe in detail in FIG. 15, in step 700, the second maximum value of the battery capacity VI ₂ during the previous travel PSOC
It is determined whether B and the optimum value TSOCB calculated during the previous run (both are stored in the battery capacity monitoring unit 9g) are not invalid due to a power supply backup failure or the like. When it is determined that these data PSOCB and TSOCB are invalid, in step 707, the value of the current TSOC is set to the rated capacity. This is because the cause of the backup failure is mainly the replacement of the battery 1 in many cases. However, if the value is set to a value higher than the actual maximum capacity of the battery 1, there is a possibility that an adverse effect such as overcharging may be caused. Therefore, the capacity may be set to about 50% of the rated capacity.

If it is determined in step 700 that the backup data is valid, then in step 701 the gassing amount (hereinafter referred to as “invalid charge capacity”) GSOC
Is calculated.

A description will be given based on the transition of the battery capacity shown in FIG. Figure g is the initial capacity VI ₄ during the previous travel. Then, as described above, the initial capacity VI ₄ (g)
And the subsequent charge / discharge current is integrated to obtain the _second battery capacity VI ₂ (e) during traveling. This is performed by the processing of step 90 of FIG. 3 shown in the first embodiment. f is the transition of the actual battery capacity in consideration of the charging efficiency. As shown in FIG. 17, when the battery efficiency exceeds the optimum value TSOC (d) of the battery 1, the charging efficiency becomes 0%, and the battery 1 is not charged. . Here, since the charging characteristics of the battery 1 are shown approximately, the maximum capacity =
It is the optimum value TSOC. On the other hand, since the second battery capacity VI ₂ (e) does not take charge efficiency into account, even if the second battery capacity exceeds the optimum value TSOC (d), the integration is continued with the charge efficiency set to 100%, and the capacity becomes the maximum capacity TSOC. (D) It is calculated above. That is, the amount integrated above the optimum value TSOC (d) is the invalid charge capacity GSOC. b is the third battery capacity VI _3, which is the final value of the second battery capacity VI ₂ (e) that has been relatively large, including the invalid charge capacity GSOC during the previous run. On the other hand, the initial capacity VI ₄ at the time of the current running should match the final value (a) of the previous transition (f) of the actual battery capacity. As a result, the invalid charge capacity GSOC in the previous traveling becomes the third charge.
Battery capacity VI ₃ (b) and the actual battery capacity (=
It can be seen that it is indicated by h corresponding to the difference from the initial capacity VI ₄ ) (a) at the time of traveling this time. Therefore, step 701
, The difference between the third battery capacity VI ₃ and the initial capacity VI ₄ during the current run is defined as the invalid charge capacity GSOC during the previous run.

At step 702, the invalid charge capacity GSO
It is determined whether or not C is 0. If it is determined that the invalid charge capacity GSOC is not 0, the optimal value TSOC is determined in step 704.
Is calculated. The invalid charging capacity GSOC becomes 0 when charging / discharging during the previous traveling is performed in a region where the charging efficiency does not decrease and no gassing occurs. Here, the invalid charge capacity GSOC during the previous travel, a value h ₃ obtained by adding the h ₁ and h ₂ shown in FIG. 16. Regardless of the charging / discharging in any pattern, the invalid charge capacity GSOC is the maximum value PSOC (c) of the second battery capacity VI ₂ (e).
The h ₃ corresponding to the difference between the optimum value TSOC (d) and.
The invalid charge capacity GSOC during the previous run is calculated in step 701 as described above, and the invalid charge capacity GSOC determined by these two methods is equal. Therefore, the optimum value TSOC of the battery 1 from the second maximum value PSOCB battery capacity VI ₂ of the previous running, becomes a value obtained by subtracting the invalid charge capacity GSOC obtained in step 701, the optimum value TSOC at step 704 calculates Is done.

On the other hand, in step 701, the invalid charging capacity G
If SOC is determined to 0, comparing it determines the maximum value PSOCB of the second battery capacity VI ₂ optimum value TSOCB and the previous travel calculated in the previous traveling step 703. If it is determined that PSOCB ≧ TSOCB, it means that gassing has not occurred despite the fact that the battery has been charged to the optimum value TSOC calculated during the previous run, that is, the battery is not charged in the region where the charging efficiency is 100%. It means that it has been charged. Therefore, it can be determined that the optimum value TSOCB calculated during the previous traveling is a value equal to or less than the actual optimum value. Therefore, in step 706, the current optimum value TSOC is changed to the previous optimum value TSOC.
It is corrected upward to OCB + γ. This correction value γ is 1
It may be a fixed value such as [Ah] or a value calculated according to the state of charge.

The optimum value TSOC calculated as described above is
As described in the first embodiment, the upper limit capacity is set to VI _0, and the battery 1 is charged with the target value of the optimum value TSOC when the vehicle is running. Here, also in the second embodiment, as described in the first embodiment, the second battery capacity V during traveling is set.
Since (in the second embodiment the upper limit capacity VI ₀₎ the optimum value TSOC I ₂ is assumed to be to perform the control reaches a that the charging current to the battery 1 and 0, as described above The correction of the optimum value TSOC is performed. However, for example, when the second battery capacity VI ₂ is the optimum value TSOC
When the control is performed such that the battery can still be charged even when the vehicle has reached the maximum value, the second battery capacity VI ₂ at the time of the previous run exceeds the optimal value TSOCB determined at the previous time and the current invalid charge capacity GSOC is calculated as 0. It is possible that it was. In this case, the optimal value TS calculated during the previous run
Since it can be determined that the OCB is smaller than the actual optimum value, the current optimum value TSOC is set to, for example, the second
Value PSOCB or PSO of the maximum battery capacity VI ₂
Correction may be made to replace CB + γ ′.

On the other hand, at step 703, PSOCB <T
If it is determined to be SOCB, the current optimum value TSOC is set to the previous optimum value TSOCB. In the apparatus of this embodiment, when the invalid charge capacity GSOC due to gassing is detected, the optimum value is independently calculated each time. However, in an actual vehicle, there is a measurement error and the like. It is also effective to use a method such as weighting the optimum value TSOCB of (1) and performing weighted averaging.

Up to this point, the description has been made based on the characteristics of the charging efficiency of the battery approximated as shown in FIG. However, in actuality, as shown in FIG. 18, the characteristics are such that the charging efficiency gradually decreases from near the maximum capacity of the battery (about 80% of the maximum capacity). Therefore, the second
According to the embodiment, the calculated optimum value TSOC is a value between the battery capacity and the maximum capacity at the point (L or L ') at which the charging efficiency starts to decrease. However, the difference between the battery capacity and the maximum capacity at the point (L or L ') at which the charging efficiency starts to decrease is 20% of the rated capacity (4 to 6).
[Ah]). Therefore, taking this into account, the maximum capacity can be easily calculated.

When the second battery capacity VI ₂ is equal to the optimum value TSO
In the control that does not exceed C, when the optimum value TSOC is repeatedly calculated in accordance with the repeated running of the vehicle, the optimum value TSOC does not cause any gassing (the charging efficiency is 100%). , L point or L ′ point in FIG. 18). That is, the optimum value TSOC indicates a limit capacity at which the battery can be charged at a charging efficiency of 100%. Therefore, the capacity of the battery is reduced to the optimum value TSO.
In the state of being equal to or less than C, gassing does not occur when charging the battery, and the second battery capacity calculated by the integrated value of the charge / discharge current of the battery does not include an error due to gassing. Has the advantage that the capacity of the battery can be calculated. Further, even in the case where the control is performed to charge the battery at the optimal value TSOC or more, it is known that the efficiency is reduced in the region above the optimal value TSOC. In this case, the integration accuracy can be maintained without lowering the integration accuracy.

As described above, when the upper limit capacity VI ₀ is calculated in step 70, the initial value of each variable is set in step 150. Here, the initial capacity VI ₄ determined in step 60 is substituted as the initial value of the second battery capacity VI ₂ during traveling and the maximum value PSOC.

Steps 80 to 120 indicating the control during traveling are the same as those described in the first embodiment, and the description thereof will be omitted. However, in the second embodiment, the second battery capacity VI ₂ during the running of the battery 1 is equal to the optimal value TS.
When the OC is reached, the battery is not charged because the control charging current I _BC and the control voltage V _BC are set to those at the time of full charge shown in Tables 2 and 3. Therefore, since the battery 1 is always charged in the region where the charging efficiency is 100%, no gassing occurs, and the integrated value of the charging current does not include the invalid charging capacity, so that the capacity detection accuracy of the battery 1 is extremely high. improves. In addition, the low battery warning in step 110 may be performed when the optimum value TSOC has decreased to a certain value (for example, 30% of the rated capacity).

[0083] Step 160, the second maximum value of the battery capacity VI ₂ during traveling, a PSOC, is intended to be stored in the battery capacity monitor unit 9 g, the second maximum battery capacity VI ₂ which changes from moment to moment The value PSOC is always stored. Step 170 is an operation cycle of 10 [ms]
Is set.

[0084] At step 120, if it is determined that the key switch is turned off, at step 130, the second final value of the battery capacity VI _2, the maximum value of the second battery capacity VI ₂ PSOC and the optimum value TSOC Each third
, Battery capacity VI ₃ , PSOCB and TSOCB
Is stored in the battery capacity monitor 9g to prepare for the next run.

As described above, in the second embodiment of the present invention, since the maximum capacity of the battery is always grasped, overcharging is prevented by not charging the battery beyond the maximum capacity. Battery deterioration and life can be easily determined. Furthermore, since the optimum value is calculated as the limit capacity at which the charging efficiency is 100%, the battery is not charged in a region where the charging efficiency is reduced, and the accurate battery capacity is calculated using the integrated value of the battery charging / discharging current. Can be.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram showing first and second embodiments of a vehicle charging control device using a battery state detection device of the present invention.

FIG. 2 is a block diagram showing processing functions of a control circuit of each of the above embodiments.

FIG. 3 is a flowchart showing a process in a control circuit in the first 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.

FIG. 14 is a flowchart illustrating processing in a control circuit according to the second embodiment.

FIG. 15 is a flowchart showing step 70 of FIG. 13 in detail.

FIG. 16 is a characteristic diagram showing changes in battery capacity.

FIG. 17 is an approximate characteristic diagram that approximates characteristics of charging efficiency with respect to battery capacity when a battery is charged.

FIG. 18 is a characteristic diagram of charging efficiency with respect to battery capacity when the battery is charged.

[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

────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Hirohide Sato 1-1-1, Showa-cho, Kariya-shi, Aichi Japan Inside Denso Co., Ltd. (56) References JP-A-1-34138 (JP, A) JP-A-53- 127646 (JP, A) JP-A-58-201534 (JP, A) JP-A-58-201533 (JP, A) Japanese Utility Model Laid-Open No. 62-21740 (JP, U) (58) Fields investigated (Int. ⁷ , DB name) H02J ^7/ 14-7/24 H02P 9/00-9/48

Claims (9)

(57) [Claims] 1. A starter driven by an on-vehicle battery to start an engine; a vehicular generator driven by the engine to charge the battery; and a battery current detecting means for detecting a charge / discharge current of the battery; A battery voltage detecting means for detecting a terminal voltage of the battery; a battery current integrating means for integrating a charge / discharge current of the battery detected by the battery current detecting means; and detecting a capacity of the battery at the time of starting the engine. First battery capacity detection means; and the first battery capacity detected by the first battery detection means, and the battery current integration after the first battery capacity detection detected by the battery current integration means A second battery capacity detected as a second battery capacity after the engine is started. A charge detection target for the battery after the engine is started, based on a comparison result between the first battery capacity detected this time and a second battery capacity immediately before detecting the first battery capacity. A vehicle comprising: a target value setting unit that sets a value; and a power generation control unit that controls a power generation amount of the vehicle generator so as to charge the battery to the target value set by the target value setting unit. Charge control device. 2. A starter driven by an on-vehicle battery to start an engine; a vehicular generator driven by the engine to charge the battery; and a battery current detection means for detecting a charge / discharge current of the battery; A battery voltage detecting means for detecting a terminal voltage of the battery; a battery current integrating means for integrating a charge / discharge current of the battery detected by the battery current detecting means; a starter drive detected by the battery current detecting means A first battery capacity detection for detecting a first battery capacity at the time of starting the engine based on a voltage of the battery detected by the battery voltage detection means when a discharge current of the battery at the time is a predetermined value; Means; and a first battery capacity detected by the first battery capacity detecting means.
Initial capacity setting means for setting an initial capacity of the battery based on the battery capacity of the first and second battery capacities detected by the battery current integrating means to the initial capacity set by the initial capacity setting means. And a second battery capacity detecting means for adding the integrated value of the battery current to the second battery capacity after the engine is started.
Is compared with the second battery capacity immediately before the detection of the first battery capacity, and the smaller value is set as the initial capacity. Target value setting means for setting a charge target value of the battery after the engine is started, according to the set initial capacity, and charging the battery to a target value set by the target value setting means. A vehicle charge control device comprising: a power generation control unit that controls a power generation amount of the vehicle generator. 3. The vehicle charge control device according to claim 2, wherein the target value setting means adds a capacity increment value set according to the initial capacity to the initial capacity to obtain a target value. 4. A starter driven by an on-vehicle battery to start an engine; a vehicular generator driven by the engine to charge the battery; and a battery current detecting means for detecting a charge / discharge current of the battery; A battery voltage detecting means for detecting a terminal voltage of the battery; a battery current integrating means for integrating a charge / discharge current of the battery detected by the battery current detecting means; and detecting a capacity of the battery at the time of starting the engine. A first battery capacity detecting means, and a first battery capacity detected by the first battery capacity detecting means.
A second battery capacity detected by the battery current integrating means and the battery current integrated value after the first battery capacity detection is added to the battery capacity of the first battery capacity and detected as a second battery capacity after the engine is started. As a result of comparing the first battery capacity detected this time with a second battery capacity immediately before detecting the first battery capacity, it is determined that the second battery capacity is larger. Target value setting means for detecting a value of the difference between the first and second battery capacities as an invalid charging capacity, and setting a charging target value of the battery after starting the engine according to the invalid charging capacity; Generator control means for controlling the amount of power generated by the vehicle generator so as to charge the battery to the target value set by the target value setting means. Apparatus. 5. A starter driven by an on-vehicle battery to start an engine; a vehicular generator driven by the engine to charge the battery; and a battery current detecting means for detecting a charge / discharge current of the battery; A battery voltage detecting means for detecting a terminal voltage of the battery; a battery current integrating means for integrating a charge / discharge current of the battery detected by the battery current detecting means; a starter drive detected by the battery current detecting means A first battery capacity detection for detecting a first battery capacity at the time of starting the engine based on a voltage of the battery detected by the battery voltage detection means when a discharge current of the battery at the time is a predetermined value; Means; and a first battery capacity detected by the first battery capacity detecting means.
Initial capacity setting means for setting an initial capacity of the battery based on the battery capacity of the first and second battery capacities detected by the battery current integrating means to the initial capacity set by the initial capacity setting means. And a second battery capacity detecting means for adding the integrated value of the battery current to the second battery capacity after the engine is started.
Is compared with the second battery capacity immediately before detecting the first battery capacity, and the smaller value is set as the initial capacity, and further, the first and second battery capacities are compared. In the above, when the second battery capacity is larger, the value of the difference between the first and second battery capacities is detected as an invalid charge capacity, and after the engine is started according to the invalid charge capacity. Target value setting means for setting a charging target value for the battery, and generator control means for controlling the amount of power generated by the vehicle generator so as to charge the battery to the target value set by the target value setting means. A vehicle charge control device comprising: 6. The method according to claim 1, wherein said target value setting means subtracts said invalid charge capacity from a maximum value of said second battery capacity immediately before detecting said first battery capacity to obtain a target value. Item 6. A vehicle charge control device according to Item 5. 7. The target value setting means, when detecting that the invalid charge capacity is zero, sets a previously set target value as a current target value. The vehicle charge control device according to any one of the preceding claims. 8. The target value setting means sets the maximum value of the second battery capacity immediately before the invalid charge capacity is zero and immediately before the detection of the first battery capacity to a target value set last time. 6. The vehicle charging control device according to claim 5, wherein when it is detected that the value is greater than the predetermined value, a predetermined value is added to the previously set target value to obtain the target value. 9. A high-power power source driven by a vehicle-mounted battery
Qi load, A vehicle generator for charging the battery, Battery current detection for detecting charge / discharge current of the battery
Means, The battery detected by the battery current detecting means;
Battery current integrating means for integrating the charging / discharging current of the battery; The discharge from the battery to the high power electrical load
A first battery capacity detection for detecting a capacity of the first battery
Means, The first battery detected by the first battery detection means.
Detected by the battery capacity and the battery current integrating means.
The second battery based on the integrated battery current value.
Second battery capacity detection means for detecting the capacity of the battery; The first battery capacity detected this time and the first battery capacity
Comparison with the second battery capacity immediately before detecting battery capacity
Set a charging target value for the battery based on the result.
Target value setting means; The target value set by the target value setting means is added to the target value.
The amount of power generated by the vehicle generator is charged so as to charge the battery.
Power generation control means for controlling, Charge control device for vehicles equipped with
Place.