JP4169007B2 - Vehicle power generation control device - Google Patents

Description

  The present invention relates to a vehicle power generation control device that controls a power generation state of a vehicle generator mounted on a passenger car, a truck, or the like.

  Some recent vehicle power generation control devices have a field current increase suppression control function that gradually increases the power generation output or field current when an electric load is turned on, and two levels of adjustment voltage using an external command signal Some of them have a two-step control function (C terminal) of the adjustment voltage being controlled, and others have a function (FR terminal) for transmitting a field current conductivity signal.

  However, when the field current increase suppression control function and the adjustment voltage two-step control function (C terminal) using an external command signal are combined, the response delay due to the field current increase suppression control with respect to the adjustment voltage two-step control There is a known “vehicle charging generator” that takes measures against this harmful effect (see, for example, Patent Document 1). This vehicle charging generator prohibits the field current increase suppression control during the two-step control of the adjustment voltage by the external command signal, thereby improving the responsiveness to the two-step control of the adjustment voltage by the external command signal. ing.

Further, as a means for prohibiting the field current increase suppression control, a field current increase suppression control is prohibited by applying a voltage equal to or higher than the adjustment voltage to the FR terminal that transmits the field current conductivity signal. A “vehicle power generation control device” is known (for example, see Patent Document 2).
JP 7-46898 A (page 2-3, FIG. 1-6) Japanese Unexamined Patent Publication No. 2003-111495 (page 3-7, FIG. 1-8)

  By the way, in the above-described prior art, in a small vehicle having a small engine torque or the like, when control for prohibiting the field current increase suppression control function is performed during the two-step control of the adjustment voltage by the external command signal, There is a problem that the power generation torque of the machine increases rapidly, engine vibration increases, and in the worst case, the vehicle may stall.

  In addition, when the field current of the vehicle generator is small, in a vehicle that performs low idle rotation control in order to improve fuel efficiency, a voltage higher than the adjustment voltage is applied to the FR terminal that transmits the field current conductivity signal. When the increase suppression control function of the field current is prohibited, the applied voltage is too high to transmit a low signal out of the high or low signal of the field current conductivity signal (high signal fixed and Therefore, in the device for monitoring the conduction rate of the field current, it is determined that the field current of the vehicle generator is small, that is, the engine load is small, and the low idle rotation control is performed. However, when the field current (power generation torque) of the actual vehicle generator is not decreased, the engine vibration increases with the low idle rotation, and in the worst case, the vehicle may stop the engine. There was a problem.

  The present invention was created in view of the above points, and an object of the present invention is to control the increase in the field current according to the connection state of the device that monitors the conduction rate of the field current. The object is to provide a vehicle power generation control device.

  In order to solve the above-described problem, a vehicle power generation control device according to the present invention includes a field winding that generates a rotating magnetic field by rotation of an engine, an armature winding that generates a current by receiving the rotating magnetic field, A power generation state of a vehicular generator having a rectifier for rectifying the output of the armature winding; a voltage control means for controlling the voltage of the battery or the output voltage of the rectifier to a predetermined voltage value; and a field winding An increase suppression control means for suppressing an increase in the field current supplied to the wire, and a field magnet for controlling the field current supplied to the field winding based on the outputs of the voltage control means and the increase suppression control means. The current control means, the output means for outputting a low or high conductivity signal corresponding to the conductivity of the field current control means, and an external conductivity monitor device is connected to the output terminal of the output means. That of this output terminal A connection detecting means for detecting by comparing the pressure with a predetermined reference voltage, and a prohibiting means for prohibiting the control by the increase suppression control means when the connection detecting means detects the connection of the conductivity monitoring device. The reference voltage used for the detection of the connection detecting means is set to 0 V or more and below the voltage corresponding to the low level of the conductivity signal. This makes it possible to detect the presence or absence of connection of the conductivity monitoring device without impairing the function of outputting the conductivity signal. Therefore, the field current increase suppression control is performed according to the connection state of the conductivity monitoring device. Can be done.

  Further, the output means described above is a voltage that amplifies a voltage corresponding to a low level of the conductivity signal generated when the switch element is turned on and a switch element that is turned on / off according to the conductivity of the field current control means. It is desirable to provide amplification means. This makes it possible to set a large difference between the reference voltage in the connection detecting means and the low level of the continuity ratio signal, thereby preventing erroneous detection.

  The voltage amplification means described above is preferably a resistor. As a result, the cost can be reduced by using an inexpensive component called a resistor.

  Further, it is desirable that at least one of the voltage amplification means described above is a diode connected in series. As a result, the voltage corresponding to the low level of the conductivity signal can be stabilized, and the occurrence of erroneous detection can be further prevented.

  The voltage amplification means described above is preferably a diode in which at least one resistor is connected in series. By replacing some of the plurality of diodes with resistors, it is possible to achieve both cost reduction and voltage stabilization corresponding to the low level.

Further, the vehicle power generation control device of the present invention includes a field winding that is rotated by the rotation of the engine to generate a rotating magnetic field, an armature winding that receives the rotating magnetic field to generate a current, and an output of the armature winding. A voltage control means for controlling the voltage of the battery or the output voltage of the rectifier to a predetermined voltage value, and a field supplied to the field winding. An increase suppression control means for suppressing an increase in magnetic current, a field current control means for controlling the field current supplied to the field winding based on the outputs of the voltage control means and the increase suppression control means, This output terminal indicates that an output means for outputting a conductivity signal that is at a low level or a high level corresponding to the conductivity of the magnetic current control means, and that an external conductivity monitor device is connected to the output terminal of the output means. Voltage and predetermined reference voltage A connection detection means for comparing the connection ratio, a prohibition means for prohibiting control by the increase suppression control means when the connection detection means detects the connection of the continuity ratio monitoring device, and a continuity ratio signal output from the output means Holding means for holding the result detected by the connection detecting means when it is at a high level and outputting it to the prohibiting means. Thereby, since the reference voltage used for detecting the connection of the conductivity monitoring device can be set high, it is possible to prevent the occurrence of false detection due to noise. Prohibition / cancellation of prohibiting the control by the increase suppression control means when the detecting means detects that the continuity monitoring apparatus is not connected, and releasing this prohibited state when the connection of the continuity monitoring apparatus is detected Means may be provided. As a result, even if the relationship between the connection of the conductivity monitoring device and the increase suppression control of the field current is reversed, the connection of the conductivity monitoring device can be performed without impairing the function of outputting the conductivity signal. Thus, it is possible to perform increase suppression control of the field current.

  Hereinafter, a vehicle power generation control apparatus according to an embodiment to which the present invention is applied will be described in detail with reference to the drawings.

[First Embodiment]
FIG. 1 is a diagram showing a configuration of a vehicular power generation control device 1 according to a first embodiment to which the present invention is applied. In addition, the vehicular power generation control device 1, a vehicular power generator 2, a battery 3, and the like Connection status is shown.

  In FIG. 1, the vehicle power generation control device 1 controls the power generation state by adjusting the output voltage of the vehicle generator 2 within a predetermined range. The vehicular generator 2 includes a three-phase armature winding 31 included in the stator, a field winding 32 included in the rotor, and a rectifier 33 that full-wave rectifies the three-phase output of the armature winding 31. It is comprised including. The control of the output voltage of the vehicle generator 2 is performed by adjusting the field current supplied to the field winding 32. The output terminal (B terminal) of the vehicular generator 2 is connected to the battery 3 and the electric load 4, and current is supplied from the vehicular generator 2 to these.

  Next, a detailed configuration of the vehicle power generation control device 1 will be described. As shown in FIG. 1, the vehicular power generation control device 1 includes a field current control element (for example, a power transistor) 11 that is connected in series to a field winding 32 to interrupt a field current, and a field winding 32. Are connected in parallel to each other and a field current recirculation element (for example, a recirculation diode) 12 that recirculates the field current when the field current control element 11 is in an OFF state, and an output voltage ( Alternatively, a voltage control circuit 13 that controls on / off of the field current control element 11 so that the terminal voltage of the battery 3 becomes a predetermined adjustment voltage setting value, and an adjustment voltage switching command from the adjustment voltage switching command device 42 are detected. The adjustment voltage switching circuit 19 that switches the adjustment voltage in two steps (high / low), the increase suppression control circuit 14 that suppresses the increase rate of the current flowing in the field winding 32, and the operation of the field current control element 11 are synchronized. did The continuity signal output circuit 15 that outputs the magnetic current continuity to the outside and the external continuity monitor device 41 that monitors the continuity of the field current are connected to the continuity signal output circuit 15 via the FR terminal. The connection detection circuit 16 to detect, the OR circuit 17 for calculating the logical sum of the outputs of the increase suppression control circuit 14 and the connection detection circuit 16, and the logical product of the outputs of the OR circuit 17 and the voltage control circuit 13 And an AND circuit 18 that drives the magnetic current control element 11.

  The voltage control circuit 13 includes resistors 131 and 132 and a voltage comparator 133. The two resistors 131 and 132 constitute a voltage dividing circuit that divides the voltage at the B terminal of the vehicular generator 2, and the divided voltage is applied to the negative input terminal of the voltage comparator 133. The voltage comparator 133 compares the divided voltage applied to the negative input terminal with the reference voltage Vreg applied to the positive input terminal, and the voltage at the B terminal of the vehicle generator 2 is predetermined. When the divided voltage linked to the voltage at the B terminal becomes lower than the reference voltage Vreg, the output is set to the high level. On the contrary, when the voltage at the B terminal of the vehicle generator 2 is higher than a predetermined adjustment voltage setting value and the divided voltage linked to the voltage at the B terminal is higher than the reference voltage Vreg, the voltage comparison is performed. The output of the device 133 goes low.

  The adjustment voltage switching circuit 19 includes resistors 191 and 195, a switch element 192, and a voltage comparator 193. The resistor 191 and the switch element 192 connected in series are connected in parallel with the resistor 132 in the voltage control circuit 13. In the voltage comparator 193, the C terminal is connected to the negative input terminal, the reference voltage V1 is applied to the positive input terminal, and the voltage at each input terminal is compared to drive the switch element 192. The resistor 195 is set so that the C terminal voltage is higher than the reference voltage V1 when the C terminal is open. Therefore, when the C terminal is open or the C terminal voltage set by the adjustment voltage switching command device 42 is higher than the reference voltage V1 (when the switch element 421 is turned off), the output of the voltage comparator 193 is low level. Thus, the switch element 192 is turned off. For this reason, the divided voltage of the resistors 131 and 132 in the voltage control circuit 13 becomes the adjustment voltage value on the high side. On the other hand, when the C terminal voltage is lower than the reference voltage V1, the output of the voltage comparator 193 becomes high level and the switch element 192 is turned on. For this reason, the resistor 191 is further added to the voltage dividing circuit constituted by the resistors 131 and 132 in the voltage control circuit 13, and the divided voltage by these becomes the adjustment voltage value on the low side.

  The continuity signal output circuit 15 includes a resistor 151, a switch element 152, and a voltage amplifier circuit 153. The resistor 151 is connected to the output terminal of the AND circuit 18. The voltage amplification circuit 153 is connected to the switch element 152 in series. The switch element 152 is turned on when the output of the AND circuit 18 is at a high level, and is turned off when the output of the AND circuit 18 is at a low level, so that the continuity ratio in the same high / low state as the field current control element 11 is obtained. The signal is output to the FR terminal.

  The connection detection circuit 16 includes a voltage comparator 161. In the voltage comparator 161, the FR terminal is connected to the plus side input terminal, and the reference voltage V2 is applied to the minus side input terminal. The voltage comparator 161 compares the voltage (FR terminal voltage) applied from the FR terminal to the plus side input terminal and the reference voltage V2 applied to the minus side input terminal, and the FR terminal voltage is the reference voltage V2. If it is higher, the output is set to high level. Conversely, when the FR terminal voltage is lower than the reference voltage V2, the voltage comparator 161 sets the output to a low level.

  The continuity monitoring device 41 connected to the outside through the FR terminal of the vehicle power generation control device 1 includes a resistor 411 and a voltage comparator 412. One end of the resistor 411 is applied to the battery 3 via the key switch 5, and the other end is connected to the negative input terminal of the voltage comparator 412. The reference voltage V3 applied to the positive input terminal of the voltage comparator 412 includes the voltage generated at the FR terminal when the switch element 152 of the continuity signal output circuit 15 is turned off, and the FR terminal when the switch element 152 is turned on. The voltage comparator 412 detects a signal synchronized with the switch element 152.

  The voltage control circuit 13 described above is output to the voltage control means, the increase suppression control circuit 14 is output to the increase suppression control means, the AND circuit 18 and the field current control element 11 are output to the field current control means, and the continuity signal output circuit 15 is output. The connection detection circuit 16 corresponds to the connection detection means, the OR circuit 17 corresponds to the prohibition means, and the voltage amplification circuit 153 corresponds to the voltage amplification means.

  2 and 3 are diagrams showing the relationship between the FR terminal voltage output from the voltage amplification circuit 153 in the continuity signal output circuit 15 and the reference voltage V2 used in the connection detection circuit 16. FIG. The FR terminal voltage when the conductivity monitor device 41 is connected to the FR terminal is supplied from the resistor 411 in the conductivity monitor device 41 when the switch element 152 in the conductivity signal output circuit 15 is on. Due to the current, VFR-L2 including the voltage drop of the switch element 152 and the voltage drop of the voltage amplifier circuit 153 is obtained (FIG. 2C). However, when there is no voltage amplifier circuit 153, it becomes VFR-L1. When the switch element 152 is off, the FR terminal voltage is VFR-H of the voltage (terminal voltage of the battery 3) applied through the resistor 411 (FIG. 2 (c)). On the other hand, the FR terminal voltage when the conductivity monitoring device 41 is not connected is about 0 V (FIG. 3C). The reference voltage V2 used in the connection detection circuit 16 is set to a voltage higher than 0V and lower than VFR-L2.

  Therefore, when the continuity monitoring device 41 is connected to the FR terminal and the FR terminal voltage becomes higher than the reference voltage V2 in the connection detection circuit 16 (FIG. 2C), the output signal of the voltage comparator 161 is at a high level. Since this output signal is input to one input terminal of the OR circuit 17, the output signal of the increase suppression control circuit 14 input to the other input terminal of the OR circuit 17 is masked. Thus, the increase suppression control function by the increase suppression control circuit 14 can be prohibited.

  Next, the operation of the increase suppression control circuit 14 when the electric load 4 is turned on while the power generation control is stable will be described. FIG. 4 is a diagram illustrating signal waveforms of respective parts of the vehicle power generation control device 1 when the field current increase suppression control function is enabled. FIG. 5 is a diagram showing signal waveforms of respective parts of the vehicle power generation control device 1 when the field current suppression control function is canceled (prohibited).

  For example, the vehicle generator 2 is mounted on a vehicle and is generating power, and the FR terminal is not connected to the continuity monitoring device 41. The average continuity of the F terminal is, for example, 60%, and power generation control is stable. Suppose that it is in a state. In this case, as shown in FIG. 4B, the output signal of the increase suppression control circuit 14 outputs a signal having a duty ratio larger than the average conduction rate of the F terminal, for example, a duty ratio of 70%. When a large electric load 4 is input in this state, as shown in FIG. 4A, the output voltage of the vehicle generator 2 cannot supply an electric load current only with the vehicle generator 2. , It will drop below the lower limit value VL. Therefore, the output signal of the voltage control circuit 13 maintains a high level as shown in FIG.

  At this time, the increase suppression control circuit 14 outputs a signal having a duty ratio greater than the average continuity of the F terminal, for example, 70%, and the output of the connection detection circuit 16 maintains a low level. From 17, the output signal of the increase suppression control circuit 14 is output as it is. Therefore, the output signal of the OR circuit 17 is output from the AND circuit 18, and the field current control element 11 is also controlled with a duty ratio (for example, 70%) larger than the average conductivity of the F terminal. Thereafter, as shown in FIG. 4B, the increase suppression control circuit 14 gradually increases the duty ratio of the output signal from a duty ratio (for example, 70%) greater than the average conduction ratio of the F terminal.

  As a result, the ratio at which the field current control element 11 is turned on gradually increases, and the current flowing through the field winding 32 gradually increases. As shown in FIG. The output voltage of 2 gradually increases. Therefore, when the electric load 4 is turned on, the average continuity of the field current control element 11 gradually increases without rapidly increasing, so that the load (power generation torque) of the vehicle generator 2 with respect to the engine is also increased. By slowly rising, it is possible to prevent an increase in engine vibration and a stall due to sudden charging of the electric load 4.

  As described above, when the continuity monitoring device 41 is not connected to the FR terminal, the FR terminal voltage becomes lower than the reference voltage V2 of the connection detection circuit 16, so that the voltage comparator 161 in the connection detection circuit 16. Is output to a low level (FIGS. 3A and 4C), and since this output signal is input to one input terminal of the OR circuit 17, it is connected to the other input terminal of the OR circuit 17. In addition, the field current increase suppression control function can be operated by the increase suppression control circuit 14.

  On the other hand, when the continuity monitoring device 41 is connected to the FR terminal, the FR terminal voltage becomes higher than the reference voltage V2 in the connection detection circuit 16, so that the voltage comparator 161 in the connection detection circuit 16 The output signal becomes a high level (FIGS. 2A and 5C). Since this output signal is input to one input terminal of the OR circuit 17, the function of the increase suppression control circuit 14 input to the other input terminal of the OR circuit 17 can be prohibited.

  Thus, when the conductivity monitor device 41 is not connected to the FR terminal, the field current increase suppression control function can be operated. On the other hand, when the conductivity monitoring device 41 is connected to the FR terminal, the operation of the field current increase suppression control function can be prohibited.

FIG. 6 is a diagram showing a modification of the continuity signal output circuit 15 shown in FIG. The conductivity signal output circuit 15A shown in FIG. 6 is different from the conductivity signal output circuit 15 shown in FIG. 1 in that the voltage amplification circuit 153 is changed to a resistor 153A. 7 can be realized at a relatively low cost by using the resistor 153A. FIG. 7 is a diagram showing another modification of the conductivity signal output circuit 15 shown in FIG. The conductivity signal output circuit 15B shown in FIG. 7 is different from the conductivity signal output circuit 15 shown in FIG. 1 in that the voltage amplifier circuit 153 is changed to at least one diode 153B. By using the forward voltage characteristics of the diode 153B, it is possible to set the FR terminal voltage substantially constant even when the current supplied from the conductivity monitoring device 41 fluctuates.

  FIG. 8 is a diagram showing another modification of the continuity signal output circuit 15 shown in FIG. The conductivity signal output circuit 15C shown in FIG. 8 differs from the conductivity signal output circuit 15 shown in FIG. 1 in that the voltage amplifier circuit 153 is changed to a resistor 153A and at least one diode 153B. Yes. When it is desired to increase the FR terminal voltage VFR-L2 (FIG. 2 (c)) when the conductivity monitoring device 41 is connected and two or more diodes 153B are required, only the voltage drop of the resistor 153A is required. Since the number of diodes 153B used can be reduced, it can be realized at a relatively low cost.

  As described above, in the vehicle power generation control device 1 according to the present embodiment, it is possible to detect the presence or absence of the connection of the conductivity monitoring device 41 without impairing the function of outputting the conductivity signal. According to the connection state 41, the field current increase suppression control can be performed.

  In particular, since the continuity signal output circuit 15 includes the voltage amplifier circuit 153, the difference between the reference voltage V2 in the connection detection circuit 16 and the low level of the continuity signal can be set large. The occurrence of false detection can be prevented. In addition, by configuring the voltage amplification circuit 153 using the resistor 153A, it is possible to reduce the cost by using inexpensive parts. Alternatively, by configuring the voltage amplifier circuit 153 using the diode 153B in which at least one or more of them are connected in series, the voltage corresponding to the low level of the continuity signal can be stabilized, and erroneous detection occurs. Can be further prevented. In addition, by configuring the voltage amplifier circuit 153 using a resistor and a diode in which at least one or more are connected in series, it is possible to achieve both cost reduction and voltage stabilization corresponding to the low level of the conductivity signal. become.

[Second Embodiment]
FIG. 9 is a diagram showing a configuration of a vehicle power generation control device 1A according to a second embodiment to which the present invention is applied. In addition, the vehicle power generation control device 1A and the vehicle power generator 2, battery 3 and the like Connection status is shown. The vehicle power generation control device 1A according to the present embodiment is different from the vehicle power generation control device 1 shown in FIG. 1 in that a hold circuit 20 and a reset circuit 21 are added as holding means, and a reference for the connection detection circuit 16 The voltage V2 'is set between VFR-H and VFR-L, and the conductivity signal output circuit 15 is changed to a conductivity signal output circuit 15A using the resistor 153A (same as the configuration shown in FIG. 6). The point is different. In the following, description will be given focusing on these differences.

  FIG. 10 is a diagram showing signal waveforms of respective parts of the vehicle power generation control device 1A when the conductivity monitoring device 41 is connected to the FR terminal. When the continuity monitoring device 41 is connected to the FR terminal, the switch element 152 in the continuity ratio signal output circuit 15A is turned on according to the output signal of the AND circuit 18 (FIG. 10B). And VFR-L (FIG. 10C), and VFR-H when the switch element 152 is turned off (FIG. 10C).

  The reference voltage V2 ′ in the connection detection circuit 16 is set between VFR-H and VFR-L (FIG. 10C), and the output of the voltage comparator 161 inverts the output of the AND circuit 18. Signal (FIG. 10A).

  The reset circuit 21 has an input terminal connected to the output terminal of the AND circuit 18 and an output terminal connected to the input terminal of the hold circuit 20. The reset circuit 21 is reset when the output signal of the AND circuit 18 changes from a high level to a low level. The signal is output for a certain time (FIG. 10 (e)).

  In the hold circuit 20, the output terminal of the connection detection circuit 16 and the output terminal of the reset circuit 21 are connected to each of the two input terminals, and the input terminal of the OR circuit 17 is connected to the output terminal. When a reset signal is input from the reset circuit 21 (FIG. 10 (e)), the hold circuit 20 ORs the same signal (FIG. 10 (a)) as the output of the voltage comparator 161 in the connection detection circuit 16. Output toward the circuit 17 (FIG. 10D). Further, when no reset signal is input from the reset circuit 21 (FIG. 10E), the hold circuit 20 holds the output value output to the OR circuit 17 when the previous reset signal is input (FIG. 10D). ).

  With the above-described configuration, when the FR terminal voltage is VFR-L (FIG. 10C), the hold circuit 20 does not detect the output of the connection detection circuit 16 but uses the previous output value held by the OR circuit. 17, the reference voltage V2 ′ in the connection detection circuit 16 can be set higher than the FR terminal voltage (VFR-L voltage) (FIG. 10C), and noise applied to the FR terminal Thus, it is possible to suppress erroneous detection of the connection detection circuit 16 and to reliably inhibit the operation of the field current increase suppression control function.

  FIG. 11 is a diagram showing a modification of the connection detection circuit 16 shown in FIG. The connection detection circuit 16A shown in FIG. 11 is different from the connection detection circuit 16 shown in FIG. 1 and the like in that an inverter circuit 163 is added in series with the output terminal of the voltage comparator 161. The connection detection circuit 16A outputs a low level signal when the conductivity monitoring device 41 is connected to the FR terminal. In this case, the OR circuit 17 corresponds to prohibiting / releasing means. As a result, the relationship between the connection of the conductivity monitoring device 41 described in the first and second embodiments described above and the field current increase suppression control can be reversed. That is, field current increase suppression control can be validated when the conductivity monitoring device 41 is connected, and field current increase suppression control can be prohibited when not connected. In this way, it is possible to perform field current increase suppression control according to the connection state of the conductivity monitoring device 41 without impairing the function of outputting the conductivity signal.

  FIG. 12 is a diagram showing another modification of the connection detection circuit 16 shown in FIG. In the connection detection circuit 16B shown in FIG. 12, the FR terminal is connected to the negative input terminal of the voltage comparator 161 and the reference voltage V2 (or the positive input terminal) is connected to the connection detection circuit 16 shown in FIG. The difference is that V2 ′) is applied. The connection detection circuit 16B outputs a low level when the conductivity monitoring device 41 is connected to the FR terminal. As a result, similarly to the configuration shown in FIG. 11, even if the relationship between the connection of the conductivity monitoring device 41 and the increase suppression control of the field current is reversed, the function of outputting the conductivity signal is impaired. Thus, it is possible to perform increase suppression control of the field current according to the connection state of the conductivity monitoring device 41 without any change.

It is a figure which shows the structure of the electric power generation control apparatus for vehicles of 1st Embodiment. It is a figure which shows the relationship between FR terminal voltage output from a continuity rate signal output circuit, and the reference voltage used in a continuity rate monitor apparatus connection detection circuit. It is a figure which shows the relationship between FR terminal voltage output from a continuity rate signal output circuit, and the reference voltage used in a continuity rate monitor apparatus connection detection circuit. It is a figure which shows the signal waveform of each part of the vehicle electric power generation control apparatus when the field current increase suppression control function is effective. It is a figure which shows the signal waveform of each part of the electric power generation control apparatus for vehicles when the field current suppression control function is cancelled | released. It is a figure which shows the modification of the conductivity signal output circuit shown in FIG. FIG. 10 is a diagram showing another modification of the conductivity signal output circuit shown in FIG. 1. FIG. 10 is a diagram showing another modification of the conductivity signal output circuit shown in FIG. 1. It is a figure which shows the structure of the electric power generation control apparatus for vehicles of 2nd Embodiment. It is a figure which shows the signal waveform of each part of the electric power generation control apparatus for vehicles when a conductivity monitoring apparatus is connected to FR terminal. It is a figure which shows the modification of the connection detection circuit shown in FIG. It is a figure which shows the other modification of the connection detection circuit shown in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle power generation control apparatus 2 Vehicle generator 3 Battery 4 Electric load 11 Field current control element 12 Field current recirculation element 13 Voltage control circuit 14 Increase suppression control circuit 15 Conductivity signal output circuit 16 Connection detection circuit 17 OR circuit 18 AND circuit 19 Adjustment voltage switching circuit 31 Armature winding 32 Field winding 33 Rectifier 41 Conductivity monitoring device 42 Adjustment voltage switching command device

Claims (4)

Vehicle power generation having a field winding that rotates by an engine rotation to generate a rotating magnetic field, an armature winding that generates a current by receiving the rotating magnetic field, and a rectifier that rectifies the output of the armature winding In the vehicle power generation control device for controlling the power generation state of the machine,
Voltage control means for controlling the voltage of the battery or the output voltage of the rectifier to a predetermined voltage value;
An increase suppression control means for suppressing an increase in field current supplied to the field winding;
Field current control means for controlling the field current supplied to the field winding based on the respective outputs of the voltage control means and the increase suppression control means;
An output means for outputting a conductivity signal that is low level or high level corresponding to the conductivity of the field current control means;
Connection detecting means for detecting that an external conductivity monitoring device is connected to the output terminal of the output means by comparing the voltage of the output terminal with a predetermined reference voltage;
A prohibiting means for prohibiting the control by the increase suppression control means when the connection detecting means detects the connection of the conductivity monitoring device ;
The output means is a voltage that amplifies a voltage corresponding to a low level of the continuity signal generated when the switch element is turned on, and a switch element that is turned on / off according to the continuity ratio of the field current control means Amplifying means,
The vehicle power generation control device, wherein the reference voltage used for detection of the connection detecting means is set to 0 V or higher and equal to or lower than a voltage corresponding to a low level of the conductivity signal. In claim 1,
The power generation control device for a vehicle, wherein the voltage amplification means is a resistor. In claim 1,
The vehicle power generation control device, wherein the voltage amplification means is a diode in which at least one of them is connected in series. In claim 1,
The vehicle power generation control device, wherein the voltage amplification means is a diode in which at least one resistor is connected in series.

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