JP3938747B2 - Output generator for synchronous generator - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an output control device for a synchronous generator, and more particularly, to an output control device for a synchronous generator suitable for ensuring an appropriate amount of power generation while maintaining good acceleration performance.
[0002]
[Prior art]
A three-phase synchronous generator is used as a vehicular generator, and the alternating current generated by the three-phase synchronous generator is rectified by a three-phase full-wave rectifier and used for charging a battery. In Japanese Patent Laid-Open No. 2000-119095, in a low rotation range, a stator coil is energized at a constant electrical angle to increase the power generation output and energize so that the output voltage does not become higher than the regulated voltage. A three-phase synchronous generator for controlling the duty is disclosed. According to this synchronous generator, it is possible to prevent power fluctuations by avoiding the power generation stop by the regulator while securing the amount of power generation in the low rotation range, so that the internal combustion engine (hereinafter referred to as “engine”) in the low rotation range can be prevented. Can be prevented from becoming unstable.
[0003]
[Problems to be solved by the invention]
The synchronous generator does not include the acceleration determination of the engine that drives the generator. Therefore, the power generation amount changes regardless of whether the engine is accelerated or not. That is, the load on the engine varies. As a result, the load fluctuates due to the change in the power generation amount during the acceleration of the engine, and the engine cannot be smoothly accelerated.
[0004]
An object of this invention is to provide the output control apparatus of the synchronous generator which can implement | achieve smooth engine acceleration, ensuring the electric power generation amount which can maintain the state of a battery favorably.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides a synchronous generator having a rotor having magnet means for generating a magnetic field flux driven by an engine, and a stator around which a stator winding for generating power generation is wound. In the output control device, the control unit for controlling the power generation amount by changing the energization timing for each phase of the stator winding, and the acceleration determination unit for detecting that the engine is in a predetermined acceleration state, The first feature is that the control means sets the energization timing so as to reduce the amount of power generation in the acceleration state of the engine detected by the acceleration determination means.
[0006]
According to the first feature, the power generation amount is controlled by changing the energization timing of the stator winding, that is, by retarding or advancing, but in the acceleration state of the engine, energization is performed so as to reduce the power generation amount. Timing is set. Therefore, it is possible to prevent a decrease in acceleration performance due to an increase in power generation load.
[0007]
In addition, the present invention has a second feature in that a battery charged by a synchronous generator is provided, and the control means determines energization timing so that the voltage of the battery converges to a control voltage value. According to the 2nd characteristic, since it generate | occur | produces so that a battery voltage may be maintained at a control voltage value, it can generate | occur | produce efficiently, without generating surplus electric power.
[0008]
Further, the present invention has a third feature in that the control voltage value is individually set in an acceleration state of the engine and a normal operation state other than the acceleration state. According to the third feature, the power generation amount in the acceleration state can be easily reduced by changing the control voltage value between the acceleration state and the normal operation state.
[0009]
Further, the present invention has a fourth feature in that the control voltage value is set lower than that in a normal operation state in the acceleration state of the engine. According to the fourth feature, in the acceleration state, the power generation amount can be suppressed low according to the control voltage value set low, so that high acceleration performance can be maintained.
[0010]
Further, the present invention has a fifth feature in that the control voltage value is set with the engine speed as a parameter and is set higher as the engine speed becomes higher in a normal operation state. According to the fifth feature, the battery can be appropriately charged with a large amount of power generation in a high rotation range where it is difficult to cause instability of rotation due to load fluctuations, and by reducing the power generation load by suppressing the power generation amount in a low rotation range Rotational stability can be maintained.
[0011]
The sixth aspect of the present invention is that the control voltage value is set to be higher as the engine speed becomes higher with the engine speed as a parameter, and the degree of change is set to be smaller in the acceleration state than in the normal operation state. There are features. According to the sixth feature, in the accelerated state, the power generation amount can be suppressed and high acceleration performance can be maintained regardless of the engine speed.
[0012]
The seventh feature of the present invention is that the control voltage value is set to have a smaller change amount with respect to the engine speed in the idle speed range in the normal operation state than in the engine speed range higher than that. is there. According to the seventh feature, stable idle operation is performed by reducing the power generation load in the idle rotation speed range, and the power generation amount is greatly increased as the rotation speed increases in the rotation speed range higher than that.
[0013]
Furthermore, the present invention has an eighth feature in that the control voltage value is set in a table as a function of the engine speed. According to the eighth feature, the control can be simplified by having the control voltage value in the table.
[0014]
Furthermore, the present invention has a ninth feature in that the rotor is applied to a synchronous generator having a fan for cooling a radiator. According to the ninth feature, since the air is actively cooled by the cooling air, the heat generation amount is suppressed in combination with the load control, and the heat dissipation is good, so that downsizing is achieved.
[0015]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described in detail with reference to the drawings. FIG. 2 is a cross-sectional view of a main part of an engine provided with a synchronous generator to which the output control device of the present invention is applied, and FIG. 3 is a cross-sectional view of the synchronous generator. In this embodiment, the synchronous generator also serves as an engine starter. Therefore, hereinafter, the synchronous generator will be described as a starter / generator (hereinafter referred to as “motor ACG”).
[0016]
In FIG. 2, the crankshaft 2 of the engine 1 is supported by bearings 4 and 5 fitted in the crankcase 3. A connecting rod 7 is connected to the crankshaft 2 via a crankpin 6. A drive pulley 11 of a V-belt type continuously variable transmission (hereinafter simply referred to as “continuously variable transmission”) is provided outside the bearing 5. The driving pulley 11 includes a fixed pulley piece 111 and a movable pulley piece 112. The fixed pulley piece 111 is fixed near the end of the crankshaft 2 and is restricted from moving in both the rotational direction and the axial direction with respect to the crankshaft 2.
[0017]
On the other hand, the movable pulley piece 112 is coupled to the crankshaft 2 so as to be movable within a predetermined range in the axial direction (thrust direction), although movement in the rotational direction is restricted. The ramp plate 12 is slidably engaged with the movable pulley piece 112. The ramp plate 12 is coupled to the crankshaft 2 and rotates integrally. The ramp plate 12 forms a tapered guide of the roller weight 13 that becomes narrower in the outer circumferential direction in combination with the inner slope (ramp) of the movable pulley piece 112.
[0018]
A driven pulley 20 is provided which is paired with the driving pulley 11 to constitute a continuously variable transmission. The driven shaft 22 is rotatably supported by a bearing 21 fitted to the transmission case 14 and another bearing (not shown), and the driven pulley 20 is fixed. The driven pulley 20 has a fixed pulley piece 201 whose movement is restricted in the axial direction of the driven shaft 22 while being rotatably supported by the driven shaft 22 by bearings 23 and 24. The movable pulley piece 202 is supported by the fixed pulley piece 201 so as to be slidable in the axial direction of the driven shaft 22.
[0019]
The fixed pulley piece 201 is provided with a shoe support plate 27 that supports the clutch shoe 25 biased in the outer peripheral direction by centrifugal force. A cup-shaped member 28 having an inner peripheral surface with which the clutch shoe 25 abuts is fixed to the driven shaft 22. A combination of the cup-shaped member 28 and the clutch shoe 25 constitutes a centrifugal clutch. The movable pulley piece 202 is constantly urged toward the fixed pulley piece 201 by being pressed by the other end of the coil spring 33 whose one end is held by the shoe support plate 27.
[0020]
The driving pulley 11 and the driven pulley 20 are both V-shaped pulleys, and a V belt 29 is bridged between them. The driven shaft 22 is connected to a drive wheel, for example, a rear wheel of a motorcycle via a reduction gear including a reduction gear 26. The continuously variable transmission is covered with a cover 30, and a kick starter 31 is supported on the cover 30.
[0021]
In FIG. 3, the motor ACG 8 has a stator 50 around which three-phase windings (stator coils) are wound, and an outer rotor 60 that is coupled to the end of the crankshaft 2 of the engine 1 and rotates on the outer periphery of the stator 50. . The outer rotor 60 has a cup-shaped rotor case 63 connected to the crankshaft 2 and a magnet 62 accommodated on the inner peripheral surface of the rotor case 63. The magnet 62 is disposed on the rotor yoke along the circumferential direction.
[0022]
The outer rotor 60 is attached by fitting the inner periphery of the hub portion 60a to the tip tapered portion of the crankshaft 2, and is fixed by a bolt 253 that passes through the center of the hub portion 60a and is screwed into an end screw of the crankshaft 2. Is done. The stator 50 disposed on the inner peripheral side of the outer rotor 60 is fixed to the crankcase 3 by bolts 279. The outer rotor 60 is provided with a fan 280 fixed by bolts 246. A radiator 282 is provided adjacent to the fan 280, and the radiator 282 is covered with a fan cover 281.
[0023]
Since the motor ACG8 is actively cooled by the cooling air of the fan 280 adjacent to the radiator 282, the amount of heat generation is suppressed in combination with load control described later, and the heat dissipation is good, so that downsizing is achieved.
[0024]
A sensor case 34 is fitted into the inner periphery of the stator 50, and a rotor angle sensor (magnetic pole sensor) 15 and a pulsar sensor (ignition pulser) 16 are equally spaced along the outer periphery of the boss of the outer rotor 60 in the sensor case 34. Provided. The rotor angle sensor 15 is for performing energization control on the stator coil 35 of the motor ACG8, and one rotor angle sensor 15 is provided corresponding to each of the U phase, V phase, and W phase of the motor ACG8. On the other hand, only one ignition pulser 16 is provided for engine ignition control. Both the rotor angle sensor 15 and the ignition pulser 16 can be configured by a Hall IC or a magnetoresistive (MR) element.
[0025]
Lead wires of the rotor angle sensor 15 and the ignition pulser 16 are connected to the substrate 17, and a wire harness 18 is coupled to the substrate 17. On the outer periphery of the boss 60a of the outer rotor 60, a magnet ring 19 magnetized in two stages so as to exert a magnetic action on each of the rotor angle sensor 15 and the ignition pulser 16 is fitted.
[0026]
In one magnetized band of the magnet ring 19 corresponding to the rotor angle sensor 15, N poles and S poles alternately arranged at intervals of 30 ° in the circumferential direction are formed corresponding to the magnetic poles of the stator 50. In the other magnetized band of the magnet ring 19 corresponding to the ignition pulser 16, a magnetized portion is formed at one place in the circumferential direction in a range of 15 ° to 40 °.
[0027]
The motor ACG8 having the above configuration functions as a synchronous motor at the time of starting, is driven by a current supplied from a battery, rotates the crankshaft 2, starts the engine 1, and functions as a synchronous generator after starting, The battery is charged with the generated current and the current is supplied to each electrical component.
[0028]
The operation of the motor ACG8 as a motor is as follows. By sequentially supplying current to the stator coil 35 in accordance with the rotation angle detected by the rotor angle sensor 15, the outer rotor 60 including the magnet 62 is driven. Since the crankshaft 2 is coupled to the outer rotor 60, the crankshaft 2 is cranked by the rotation of the outer rotor 60, and the engine 1 starts a self-sustaining operation when the ignition rotation speed is reached. After the autonomous operation is started, the control system is switched to the generator side, and the motor ACG8 operates as an engine generator.
[0029]
As the engine speed increases, the roller weight 13 is urged in the outer circumferential direction by centrifugal force, and the movable pulley piece 112 is biased toward the fixed pulley piece 111 side. As a result, the winding diameter of the V-belt 29 is increased with respect to the driving pulley 11, while the winding diameter is decreased with respect to the driven pulley 20. That is, the reduction ratio is reduced, and the driven pulley 20 is accelerated. When the rotation of the driven pulley 20 exceeds the connection rotation speed of the centrifugal clutch, the clutch shoe 25 comes into contact with the cup-shaped member 28 with a predetermined pressure, and the rotation is transmitted to the driven shaft 22.
[0030]
FIG. 4 is a main part electrical system diagram of a motorcycle to which the motor ACG8 is applied. In the figure, the ECU 100 limits the full-wave rectifier 36 that rectifies the three-phase alternating current generated by the motor ACG8 and the output of the full-wave rectifier 36 to a predetermined regulated voltage (regulator operating voltage: for example, 14.5 V). Regulator 37 is provided. The ECU 100 further includes a power generation control unit 38 that controls the amount of power generation according to the acceleration state, the battery voltage, and the like. The power generation control unit 38 is realized as a function of the CPU. The rotor angle sensor 15 and the ignition pulser 16 are also connected to the ECU 100, and a detection signal thereof is input to the ECU 100.
[0031]
An ignition coil 39 is connected to the ECU 100, and a spark plug 40 is connected to the secondary side of the ignition coil 39. The ECU 100 is connected to a throttle sensor 41, a fuel sensor 42, a seat switch 43, an idle switch 44, and a coolant temperature sensor 45, and detection signals are input to the ECU 100 from various parts.
[0032]
Furthermore, a starter relay 46, a starter switch 47, stop switches 48 and 49, a standby indicator 51, a fuel indicator 52, a speed sensor 53, a motorcycle star 54, and a headlight 55 are connected to the ECU 100. A dimmer switch 56 is provided in the headlight 55.
[0033]
A current is supplied from the battery 59 to each of the above parts via the main fuse 57 and the main switch 58. The battery 59 has a circuit that is directly connected to the ECU 100 by the starter relay 46, but is connected to the ECU 100 only through the main fuse 57 without passing through the main switch 58.
[0034]
The power generation control unit 38 controls the power generation amount by retarding / advancing the stator coil 35 of each phase of the motor ACG 8 based on the output voltage (battery voltage) of the full-wave rectifier 4 and the acceleration state of the engine 1 (hereinafter referred to as the power generation amount). "ACG energization control"). Here, the retard or advance energization refers to the stator coil 35 by retarding or advancing a predetermined electrical angle equivalent from the detection signal when the magnetic pole of the magnetized band 19 detected by the rotor angle sensor 15 changes. It means to energize. In the present embodiment, a table of control voltage values corresponding to the engine speed is provided for each normal operation and acceleration, and ACG energization control is performed so that the battery voltage is converged to the control voltage value searched in this table.
[0035]
FIG. 1 is a block diagram showing the main functions of the ACG energization control device. In the figure, the full-wave rectifier 36 has FETs (generally solid-state switching elements) 36a, 36b, 36c, 36d, 36e, and 36f connected to the U, V, and W phases of the stator coil 35 of the motor ACG8. When the engine 1 is started, the FETs 61a to 36f are switched by the driver 61, and the crankshaft 2 is rotated by driving the motor ACG8 as a synchronous motor. On the other hand, after the engine 1 is started, the outer rotor 60 is driven by the engine 1 to function as a synchronous generator, and the generated alternating current is rectified by the FETs 36a to 36f and supplied to the battery 59 and the electrical load 64. Further, during power generation by driving the engine, the power generation amount is increased / decreased by controlling the FETs 36a to 36f by the driver 65 so that the stator coil 35 is retarded or advanced.
[0036]
The engine speed determination unit 66 detects the engine speed based on, for example, the detection signal of the ignition pulser 16 and the frequency signal of the generated voltage, and the detected engine speed is determined by the control voltage value setting unit 67 and the duty cycle. It is supplied to the setting unit 68. The control voltage value setting unit 67 is provided with a correspondence table (FIG. 7) between the control voltage value and the engine speed, and the duty setting unit 68 is provided with a correspondence table (FIG. 9) between the energization duty and the engine speed. It is done. In the correspondence table between the control voltage value and the engine speed, two types of control voltage values are set for normal operation and acceleration. The throttle opening determination unit 69 makes an acceleration determination based on the throttle opening of the engine detected by the throttle sensor 41, and one of the two correspondence tables is selected according to the determination result.
[0037]
Based on the battery voltage Vb detected by the battery voltage discriminating unit 71 and the control voltage value, the advance / retard amount setting unit 70 is configured to adjust the advance or retard so that the battery voltage Vb converges to the control voltage value. Either one is determined and supplied to the driver 65. When the battery voltage Vb is higher than the control voltage value, the advance-angle energization is performed, and when the battery voltage Vb is lower than the control voltage value, the retard-angle energization is performed. The advance and retard amounts may be varied according to the difference between the battery voltage Vb and the control voltage value, or a certain amount may be advanced or retarded.
[0038]
The driver 65 is configured to energize the stator coil 35 based on the advance angle or retard angle instruction (which can include the advance angle amount and the retard angle amount) and the energization duty input from the duty setting unit 68. To control. In response to the magnetic pole detection signal from the rotor angle sensor 15, the driver 65 detects a signal that rises on each time the sensor 15 detects the magnetized band of the magnet ring 19 formed corresponding to the magnetic pole of the outer rotor 60. To do. Then, the PWM control signal is output to the FETs 36a to 36f after being displaced by an amount corresponding to the advance angle or energization delay angle amount from the rise of the signal.
[0039]
FIG. 5 is a flowchart showing main processing of ACG energization control, and FIG. 6 is a flowchart of acceleration determination. In step S1 of FIG. 5, acceleration determination of the engine 1 is performed. In the acceleration determination of FIG. 6, first, in step S10, it is determined whether or not the engine speed is in an acceleration control region. The acceleration control area is, for example, an area that is equal to or higher than the idle speed. If step S10 is affirmative, the process proceeds to step S11, and it is determined whether or not the rate of increase of the throttle opening (throttle opening increase per unit time) is equal to or greater than a set value. Specifically, it is determined whether or not the opening increase amount from the previous determination to this time is equal to or greater than a preset value for determining acceleration. If step S11 is positive, the process proceeds to step S12, and the acceleration determination flag is set to “1”. Thus, if it is determined that the engine 1 is in the scheduled acceleration state, an acceleration determination flag is set to display that the engine 1 is in the acceleration state.
[0040]
In step S13, it is determined whether or not the acceleration determination duration is equal to or less than a set value. That is, it is determined whether or not the state determined to be accelerated has been resolved within a preset time. If the acceleration state has not been resolved within the scheduled time, the process proceeds to step S14 to determine whether or not the throttle is fully closed. If the throttle is not fully closed, the acceleration determination process ends. In this case, the acceleration determination flag is set to “1”.
[0041]
On the other hand, if step S10 or step S11 is negative, or step S13 or step S14 is affirmative, it is determined that the acceleration operation is not performed, and the process proceeds to step S15 to clear the acceleration determination flag. That is, the acceleration determination flag is set to “0”.
[0042]
Returning to FIG. 5, in step S2, it is determined whether or not the acceleration determination flag determined based on the acceleration determination is "1". If step S2 is affirmative, it is determined that the engine is in an acceleration state. Therefore, the process proceeds to step S3, and the control voltage value corresponding to the engine speed is retrieved from the acceleration control voltage value table (V1 in FIG. 7). To do. If step S2 is negative, it is determined that the engine is not accelerating during normal operation. Accordingly, the process proceeds to step S4, and control corresponding to the engine speed is performed from the control voltage value table (V2 in FIG. 7) during normal operation. Search voltage values.
[0043]
In step S5, an advance value or a retard value is calculated based on the deviation of the current battery voltage value from the control voltage value. That is, when the battery voltage is low, the stator coil 35 is retarded to increase power generation, and when the battery voltage is high, the stator coil 35 is advanced to reduce power generation. In step S6, an energization duty corresponding to the engine speed is searched from the duty value table (FIG. 9). In step S7, the stator coil 35 is energized according to the retardation value or advance value and the energization duty value.
[0044]
FIG. 7 is a control voltage value table. In FIG. 7, the control voltage V2 indicates a control voltage during normal operation, and the control voltage V1 indicates a control voltage during acceleration. As shown in the figure, the control voltage value is set lower during acceleration than during normal operation. Thus, during acceleration, the battery does not operate so as to increase the power generation amount unless the battery voltage is extremely low, so that power generation friction is suppressed and acceleration response is improved.
[0045]
Further, the control voltage value V2 during normal operation is set higher as the engine speed increases. As a result, the amount of power generation can be increased in a region where the engine speed is high and the power generation friction is insensitive. In particular, in the idling region R1, the change amount of the control voltage value V2 with respect to the engine speed is substantially zero, and in the half clutch region R2 exceeding the idling region R1, the change amount of the control voltage value V2 is large. If the control voltage value is suddenly changed in the running state, the control becomes complicated in order to maintain the running stability.However, in the half-clutch state where the vehicle is not running substantially, the running stability is considered. Since it is not necessary, there is no problem even if the control voltage value is changed greatly.
[0046]
FIG. 8 is a diagram showing timings of currents (phase currents) flowing through the phases of the stator coil 35 and the output of the rotor angle sensor 15 during ACG energization control. As shown in the figure, in the normal case where ACG energization control is not performed (without retarded angle energization), the U and V of the stator coil 35 are responded to changes in the positive / negative (NS) detection output of the rotor angle sensor 15. , W current is supplied to each phase.
[0047]
On the other hand, when the retarded angle energization control is performed, the stator coil 35 is delayed by the retard amount d calculated in step S5 from the change of the positive / negative (NS) detection output of the rotor angle sensor 15. Current is supplied to each of the U, V, and W phases.
[0048]
Further, when the advance angle energization control is performed, the U of the stator coil 35 is advanced at the timing when the phase is advanced by the advance angle amount p calculated in step S5 prior to the positive / negative change of the detection output of the rotor angle sensor 15. , V and W phases are supplied with current.
[0049]
In FIG. 8, the energization angle T by duty chopping is 180 °, but can be determined within 180 ° by the energization duty supplied from the duty setting unit 68 to the driver 65.
[0050]
FIG. 9 is an energization duty table in which the engine speed, that is, the generator speed is set as a parameter. The engine speed is detected, and in step S6, an energization duty corresponding to the engine speed is determined with reference to FIG.
[0051]
In the above embodiment, a permanent magnet is arranged as a field magnetic flux generating magnet means in the outer rotor / inner rotor system. However, the present invention can be similarly applied to a generator in which a field magnetic flux generating magnet means is provided in the inner rotor, and a generator in which an electromagnet is adopted as a field magnetic flux generating magnet means. Of course, the present invention is not limited to the motor ACG of a motorcycle but can be applied to a general-purpose engine-driven generator.
[0052]
【The invention's effect】
As is clear from the above description, according to the inventions of claims 1 to 8, since the amount of power generation is controlled by applying both the advance angle and the retard angle of energization, efficient power generation can be performed. . In particular, according to the second aspect of the present invention, since the amount of power generation is determined according to the battery voltage, proper charging can be performed. According to the invention of claim 3, the amount of power generation can be easily switched between the acceleration state and the normal operation state.
[0053]
According to the invention of claim 4, the amount of power generation in the acceleration state can be easily reduced by setting the control voltage value. According to the invention of claim 5, it is possible to obtain a large amount of power generation in a high rotation range where a high output of the engine is obtained, and to suppress the power generation amount in a low rotation range where the output is low, thereby achieving engine rotation stability. it can.
[0054]
According to the sixth aspect of the present invention, in the acceleration state, regardless of the engine speed, the power generation amount is suppressed to be low and the acceleration characteristics can be maintained well. According to the seventh aspect of the present invention, an appropriate idle operation is performed by reducing the power generation load during the idle operation. According to the eighth aspect of the invention, since the control voltage value is held in the table, fine control for each engine speed can be relatively easily performed.
[Brief description of the drawings]
FIG. 1 is a block diagram illustrating main functions of an output control apparatus according to an embodiment of the present invention.
FIG. 2 is a cross-sectional view of a main part of a motorcycle equipped with a generator having the output control device of the present invention.
FIG. 3 is a cross-sectional view of a motor ACG according to an embodiment of the present invention.
FIG. 4 is an electrical system diagram of a principal part of a motorcycle having the output control device of the present invention.
FIG. 5 is a flowchart of ACG power generation control.
FIG. 6 is a flowchart of acceleration determination.
FIG. 7 is a table of control voltage values using the engine speed as a parameter.
FIG. 8 is a diagram showing timings of stator coil phase current and rotor angle sensor output during power generation control.
FIG. 9 is a table of energization duties with the engine speed as a parameter.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Crankshaft, 3 ... Crankcase, 8 ... Motor ACG, 11 ... Drive side pulley, 14 ... Transmission case, 15 ... Rotor angle sensor, 16 ... Ignition pulser, 20 ... Driven side pulley, 35 ... Stator coil, 36 ... full wave rectifier, 38 ... power generation control unit, 52 ... battery voltage discrimination unit, 60 ... outer rotor, 62 ... magnet, 65 ... driver, 66 ... engine speed discrimination unit, 67 ... control voltage value setting unit, 68: Duty setting unit, 69: Throttle opening determining unit, 70: Delay / advance amount setting unit

Claims (8)

In an output control device for a synchronous generator having a rotor having magnet means for generating field flux driven by an engine and a stator around which a stator winding for generating power generation is wound,
Control means for controlling the amount of power generation by changing the energization timing for each phase of the stator winding;
Acceleration determination means for detecting that the engine is in a predetermined acceleration state ;
A battery charged with a synchronous generator,
The control means determines energization timing so that the voltage of the battery converges to a control voltage value individually set in an acceleration state of the engine and a normal operation state other than the acceleration state; and the acceleration means In the acceleration state of the engine detected by, while setting the energization timing to reduce the amount of power generation ,
The output voltage of the synchronous generator is characterized in that the control voltage value is set higher as the engine speed increases with the engine speed as a parameter, and the degree of change is set smaller in the acceleration state than in the normal operation state. apparatus. The control voltage value, the acceleration state of the engine, the output control apparatus of a synchronous generator that claim 1, wherein it is set lower than the normal operating state. 3. The synchronous generator output control device according to claim 2 , wherein the control voltage value is set with the engine speed as a parameter, and is set higher as the engine speed becomes higher in a normal operation state. The control voltage value, the idling rotational speed range of the normal operation state according to claim 1 or 3, wherein the synchronization, characterized in that the amount of change for the engine rotational speed than more engine speed region is set to be smaller Generator output control device. The control voltage value, the output control apparatus of a synchronous generator according to claim 1, characterized in that it is set in the table as a function of engine speed. The output control device for a synchronous generator according to any one of claims 1 to 5 , wherein the rotor is provided to a synchronous generator having a fan for cooling the radiator. When the battery voltage is lower than the control voltage value, the energization is retarded to increase the power generation amount, and when the battery voltage is higher than the control voltage value, the advance angle energization is performed to reduce the power generation amount. The output control apparatus for a synchronous generator according to claim 1. 2. The synchronous power generation according to claim 1, wherein the control voltage value is set to have a larger amount of change with respect to the engine speed in a half-clutch speed range in a normal operation state than in other speed ranges. Output control device.

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