JP5921921B2 - Power generation control device for idle stop vehicle - Google Patents

Description

  The present invention relates to a power generation control device in an idle stop vehicle, and more particularly, to a power generation control device in an idle stop vehicle that can eliminate insufficient charging due to a decrease in charging voltage caused by a decrease in charging voltage caused by an electrical resistance of a charging system harness. .

  A three-phase synchronous generator driven by an engine is known as a vehicular power generation device. The AC power generated by the three-phase synchronous generator is rectified and voltage-adjusted by a three-phase full-wave rectifier and used for charging the battery. In Patent Document 1, in a system in which electric power generated by a generator driven by an engine is supplied to a battery and an electric load, a driver is set so that the generated voltage becomes a predetermined target value suitable for the battery and the electric load. Electric power generation control for advancing or retarding the energization angle to the stator coil by a circuit is disclosed.

Japanese Patent No. 4270445

  The three-phase AC power generated by the generator driven by the engine is rectified by a full-wave rectifier, and further, the energization timing to each stator coil of the generator is retarded or advanced to a predetermined target regulated voltage. Adjusted. This generated power is supplied to the battery via the harness, but the charging voltage supplied to the battery becomes smaller than the generated power due to the voltage drop due to the electrical resistance of the harness. Even if the target regulated voltage is controlled, the charging voltage actually supplied to the battery becomes smaller than the target value.

  Therefore, particularly in the state where the remaining capacity of the battery is reduced, the charging current increases, so that the voltage drop of the harness further increases, and the charging voltage may greatly deviate from the target regulated voltage. is there. Therefore, the amount of current supplied to the battery may be significantly lower than the amount of current that should be supplied, leading to a reduction in battery capacity. Therefore, when it is applied to an idle stop vehicle that detects when the vehicle is stopped and automatically stops the engine and then restarts by the driver's operation, the power required for starting from the battery is restarted at the time of restart. It may be impossible to supply the starter, resulting in a decrease in restartability.

  Such a technical problem can be solved by increasing the electrical cable of the harness to reduce the electrical resistance or shortening the harness length. However, if the electric cable is made thicker, the weight is increased, and the harness is hardened or the volume is increased, so that it is considered that the design change is unavoidable or the workability at the time of assembling the vehicle is lowered. On the other hand, if the target regulated voltage is set uniformly high in anticipation of a voltage drop due to the electrical resistance of the harness, there is a possibility of overcharging the battery.

  An object of the present invention is to solve the above technical problem, and is applied to an idle stop vehicle. A power generation control device that can always supply an appropriate charging voltage regardless of the remaining charge level of a battery without changing an existing harness. Is to provide.

  To achieve the above object, the present invention provides an AC generator that is driven by an engine that is stopped when a predetermined stop condition is satisfied and restarted when a predetermined start condition is satisfied, and the AC generator. Voltage detection means for detecting the AC output voltage of the generator, and control of energization to the AC generator based on the detected voltage, thereby controlling the AC output of the AC generator to a DC output of a predetermined target regulated voltage. The vehicular power generation apparatus including the power generation control means for performing the above and the connection means for supplying the direct current output to the battery is characterized by having the following configuration.

  (1) The power generation control means includes a remaining charge estimation means for estimating a remaining charge of the battery based on an energization control amount of the AC generator, a target regulated voltage, and the estimated remaining charge is a reference charge amount. And a target regulated voltage switching means for setting the first regulated voltage to a second regulated voltage higher than the first regulated voltage.

  (2) The power generation control means controls the energization angle to the AC generator, and the target regulated voltage switching means, when the amount of retardation of the energization angle exceeds a predetermined reference value for a predetermined time, The target regulated voltage is switched from the first regulated voltage to the second regulated voltage.

  (3) The switching from the first regulated voltage to the second regulated voltage is performed gradually.

  (4) The target regulated voltage switching means is configured to change the target regulated voltage from the second regulated voltage to the first regulated voltage when the delay amount of the energization angle falls below a predetermined reference value for a predetermined time. Switched to.

  (5) The switching from the second regulated voltage to the first regulated voltage is performed gradually.

  (6) The AC generator is a generator / starter that also serves as the engine starter.

  (7) The first regulated voltage and the second regulated voltage are set by the retarded energization amount of the AC generator.

  According to the present invention, the following effects are achieved.

  (1) According to the first feature, when the remaining charge of the battery is low, the target regulated voltage is set to the second regulated voltage that is higher than usual, so the line resistance between the generator and the battery Even if there is a voltage drop due to the battery, the charging voltage of the battery can be maintained sufficiently high, so that reliable charging is possible, and there is no need to change or improve the harness, so that the degree of freedom in design is maintained. Therefore, since the capacity reduction of the battery can be prevented, even when applied to an idle stop vehicle, the restartability after the idle stop can be prevented from being lowered.

  (2) According to the second feature, the regulated voltage increases when the retard amount of the energization control is large and the remaining charge of the battery is predicted to be small, so that the battery can be fully charged. .

  (3) According to the third feature, since the target regulated voltage is gradually switched from the first regulated voltage to the second regulated voltage, the driver feels a deceleration feeling due to an increase in power generation load. A sense of discomfort is alleviated and a good running feeling can be maintained.

  (4) According to the fourth feature, when the retard amount of energization control is continuously large for a predetermined time or more, the target regulated voltage is reduced from the second regulated voltage to the first regulated voltage. The battery can be prevented from being overcharged.

  (5) According to the fifth feature, since the target regulated voltage is gradually switched from the second regulated voltage to the first regulated voltage, the acceleration feeling felt by the driver due to the decrease in the power generation load. A sense of discomfort is alleviated and a good running feeling can be maintained.

  (6) According to the sixth feature, since the generator also serves as the engine starter, the power generation coil is set with an emphasis on the characteristics of the starter motor, so that even if the power generation capacity is not sufficient, sufficient This is particularly effective because it can secure the amount of power generation.

  In particular, when the generator also serves as an engine starter, the starter motor is provided coaxially with the crankshaft, so that the startability is quick and the restart from the idle stop is good, but the reduction gear or the like cannot gain torque. For this reason, in the starter / generator, torque characteristics as a starter motor are more important, and it is considered that the characteristics on the power generation side are not sufficient, and the present invention is extremely effective in the starter / generator of the crankshaft coaxial.

  (7) According to the seventh feature, since the regulated voltage can be set based on the amount of retardation, the regulated voltage can be easily set.

1 is a side view of a scooter type motorcycle to which a vehicle power generation control device of the present invention is applied. 1 is a cross-sectional view of a main part of a motorcycle equipped with a generator. It is sectional drawing of an ACG motor. It is a block diagram which shows the principal part function of an ACG energization control apparatus. It is the flowchart which showed the procedure of the electric power generation control by this invention. 6 is a timing chart of power generation control corresponding to FIG. 5.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a side view of a scooter type motorcycle to which the vehicle power generation control device of the present invention is applied. In this embodiment, the engine is stopped when a predetermined stop condition is satisfied, and the predetermined start condition is It is equipped with an idle stop function that restarts when satisfied.

  The motorcycle 100 includes a front wheel Wf supported to be steerable by a steering system 61 including a handle 60, a unit swing type engine 1 disposed behind the front wheel Wf, and a rear part of the engine 1. A saddle-ride type vehicle having a rear wheel Wr driven by the engine 1 and a seat 62 provided between the front wheel Wf and the rear wheel Wr. .

  The motorcycle 100 includes a body frame 63, and a link mechanism 65 extends from the body frame 63 via a link pivot 64 serving as a shaft member. The link mechanism 65 causes the swing unit 70 to be connected to the body frame 63. Is supported so as to be swingable.

  The vehicle body frame 63 includes a head pipe 85 that pivotally supports the steering system 61 at a front end portion, a down frame 86 that extends downward from the head pipe 85 to the rear of the vehicle, and a rear portion of the down frame 86 that extends rearward of the vehicle. A pair of left and right lower frames 87L, 87R (only the reference numeral 87L on the front side of the figure is shown), and a seat frame that extends from the rear ends of these lower frames 87L, 87R to the rear upper side of the vehicle and supports the seat 15 88L and 88R (only the reference numeral 88L on the front side of the figure is shown) are the main components.

  A cross frame 91 is passed between the pair of left and right lower frames 87L and 87R, and a front cross frame 92 is passed between the pair of left and right lower frames 87L and 87R in front of the vehicle of the cross frame 91. The lower end of the down frame 86 is connected to the front cross frame 92. Thus, by connecting the lower end of the down frame 86 to the front cross frame 92, the front cross frame 92 can be reinforced by the down frame 86.

  The swing unit 70 is integrally provided with the engine 1. The swing unit 70 also has a function of a swing arm, and left and right cushion units 66L and 66R (only the reference numeral 66L on the front side in the figure) is interposed between the rear part of the swing unit 70 and the vehicle body frame 63. . The swing unit 70 is provided with an air cleaner 68 constituting an intake system 67.

  The steering system 61 is attached to the steering shaft 69 rotatably provided at the front end portion of the vehicle body frame 63, the front fork 71 that supports the front wheel Wf at the lower end of the steering shaft 69, and the upper end of the steering shaft 69. And a handle 60. The body frame 63 is covered with a body cover 72.

The vehicle body cover 72 includes a front cover 73 that covers the front of the vehicle body, a center cowl 74 that is attached to the front cover 73 so as to cover the upper part of the steering system 61 from the rear of the vehicle, and from the end of the front cover 73 to the rear of the vehicle. It extends between the left and right side covers 75L and 75R (only the reference numeral 75L on the front side in the figure) and the left and right side covers 75L and 75R in front of the seat 62 and continues to the end of the center cowl 74. Left and right undercovers 78L and 78R having left and right steps 77L and 77R that are placed below the left and right side covers 75L and 75R and on which the driver puts his feet (only the reference numeral 78L on the front side is shown). ), And left and right rear side covers extending rearward from the ends of the left and right side covers 75L and 75R below the seat 62. Over 79 L, 79 consisting of the R (only reference numeral 79 L on the viewer's side of the drawing). Each element of the vehicle body cover 72 is attached to the vehicle body frame 63.

  A windshield 80 is extended at the upper end of the front cover 73. A front fender 81 is disposed above the front wheel Fw, and a rear fender 83 is disposed above the rear wheel Rw.

  FIG. 2 is a cross-sectional view of a main part of an engine provided with a generator, and FIG. 3 is a cross-sectional view of a synchronous generator connected to the engine. In this embodiment, the synchronous generator also serves as the starter of the engine. Therefore, the synchronous generator will be described as a starter / generator (hereinafter referred to as “ACG motor”).

  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 11a and a movable pulley piece 11b. The fixed pulley piece 11a is fixed near the end of the crankshaft 2, and is restricted from moving in the rotational direction and the axial direction with respect to the crankshaft 2.

  The movable pulley piece 11b is coupled so as to be movable within a predetermined range in the axial direction (thrust direction) although movement in the rotational direction is restricted with respect to the crankshaft 2. The ramp plate 12 is slidably engaged with the movable pulley piece 11b. 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 toward the outer peripheral direction in combination with the inner slope (ramp) of the movable pulley piece 11b.

  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 is rotatably supported on the driven shaft 22 by bearings 23 and 24, and has a fixed pulley piece 20a whose movement is restricted in the axial direction of the driven shaft 22. Moreover, it has the movable pulley piece 20b slidably supported by the axial direction of the driven shaft 22 via the fixed pulley piece 20a.

  The fixed pulley piece 20a is provided with a shoe support plate 27 that supports the clutch shoe 25 that is biased in the outer circumferential 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 20b is always urged toward the fixed pulley piece 20a by being pressed by the other end of the coil spring 33 whose one end is held by the shoe support plate 27.

  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.

  In FIG. 3, an ACG motor 8 includes a stator 9 around which three-phase windings (stator coils) are wound, and an outer rotor 10 that is coupled to the end of the crankshaft 2 of the engine 1 and rotates on the outer periphery of the stator 9. Have. The outer rotor 10 has a cup-shaped rotor case 10a connected to the crankshaft 2, and a magnet 10b accommodated on the inner peripheral surface of the rotor case 10a. The magnet 10b is disposed along the circumferential direction on the rotor yoke.

The outer rotor 10 is attached by fitting the inner circumference of the hub portion 10c to the tip tapered portion of the crankshaft 2, and is fixed by a bolt 31 that passes through the center of the hub portion 10c and is screwed into an end screw of the crankshaft 2. Is done. The stator 9 disposed on the inner peripheral side of the outer rotor 10 is fixed to the crankcase 3 by bolts 32. The outer rotor 10 is provided with a fan 37 fixed by bolts 39. A radiator 38 is provided adjacent to the fan 37, and the radiator 38 is covered with a fan cover 46 .

  A sensor case 34 is fitted on the inner periphery of the stator 9, and a rotor angle sensor (magnetic pole sensor) 15 and a pulsar sensor (ignition pulser) 16 are equidistantly arranged along the outer periphery of the boss of the outer rotor 10 in the sensor case 34. Provided. The rotor angle sensor 40 is for performing energization control on the stator coil 35 of the ACG motor 8, and one rotor angle sensor 40 is provided corresponding to each of the U phase, V phase, and W phase of the ACG motor 8. On the other hand, only one ignition pulser 16 is provided for engine ignition control. Both the rotor angle sensor 40 and the ignition pulser 16 can be configured by a Hall IC or a magnetoresistive (MR) element.

  The lead wires of the rotor angle sensor 40 and the ignition pulser 16 are connected to the substrate 17, and the wire harness 18 is coupled to the substrate 17. On the outer periphery of the boss 10c of the outer rotor 10, a magnet ring 19 magnetized in two stages so as to exert a magnetic action on each of the rotor angle sensor 40 and the ignition pulser 16 is fitted.

  In one magnetized band of the magnet ring 19 corresponding to the rotor angle sensor 40, 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 9. 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 °.

  The ACG motor 8 configured as described above functions as a synchronous motor at the time of starting, and is driven by a current supplied from a battery to rotate the crankshaft 2 to start the engine 1 and also functions as a synchronous generator after starting. The battery is charged with the generated current, and the current is supplied to each electrical component.

  The operation of the ACG motor 8 as a motor is as follows. By sequentially supplying current to the stator coil 35 according to the rotation angle detected by the rotor angle sensor 40, the outer rotor 10 including the magnet 10b is driven. Since the crankshaft 2 is coupled to the outer rotor 10, it is cranked by the rotation of the outer rotor 10, 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 ACG motor 8 operates as an engine generator.

  FIG. 4 is a block diagram showing the main functions of the ACG energization control device that controls the ACG motor 8, and the generated power is supplied to an electrical load such as the battery 59 and the auxiliary machine 42 via the harness 48.

  The full-wave rectifier 36 includes 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 ACG motor 8, respectively. When the engine 1 is started, the FETs 36a to 36f are switched by the driver 41, and the crankshaft 2 is rotated by driving the ACG motor 8 as a synchronous motor.

  On the other hand, after the engine 1 is started, the outer rotor 10 is driven by the engine 1 to function as a synchronous generator, and the AC generated power is rectified by the FETs 36 a to 36 f and supplied to the battery 59 and the electrical load 42. Further, during power generation by driving the engine, the power generation control unit 47 switches the FETs 36a to 36f so as to increase or decrease the power generation amount so that the retarding energization or the advance energization of the stator coil 35 is performed.

  The retarded angle energization and the advance angle energization are performed by retarding or advancing a predetermined electrical angle equivalent from the detection signal when the magnetic pole of the magnetized band of the magnet ring 19 detected by the rotor angle sensor 15 changes. It refers to energizing the stator coil 35.

  The engine speed discriminating unit 45 detects the engine speed Ne 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 Ne is determined based on the stage determination unit 50 and the duty. It is supplied to the setting unit 44. The target regulation voltage switching unit 47c stores normal regulation (first regulation voltage) Vreg1 and harmonic voltage Vreg2 (second regulation voltage) as the target regulation voltage, and here, Vreg1 <Vreg2. .

  The duty setting unit 44 is provided with a correspondence table between energization duty and engine speed. The throttle sensor 51 detects the opening θTH of the throttle valve. The stage determination unit 50 determines at which stage the switching operation of the target regulated voltage V is based on the engine speed Ne and / or the throttle opening θTH and the determination of the passage of time by the timer 49, that is, which operation stage (Hereinafter simply referred to as “stage”).

  Based on the power generation voltage Vg detected by the power generation voltage detection unit 43 and the target regulated voltage Vt, the power generation control unit 47 advances or energizes the lead angle so that the generated voltage Vg converges to the target regulated voltage Vt. Either energization is determined and supplied to the driver 47a. In the present embodiment, if the power generation voltage Vg is higher than the target regulation voltage Vt, the lead angle energization is selected and the power generation amount is reduced. On the other hand, if the power generation voltage Vg is lower than the target regulation voltage Vt, the retarded angle energization is selected to increase the power generation amount. The advance angle and retard angle amount may be varied according to the difference between the generated voltage Vg and the target regulated voltage V, or may be a constant amount.

  The target regulated voltage switching unit 47c performs a scheduled determination according to the amount of delay of the energization angle, and switches between the target regulated voltage Vt and the first regulated voltage Vreg1 or the second regulated voltage Vreg2. To decide.

  The driver 47a energizes the stator coil 35 based on an advance angle or retard angle instruction (which can include an advance angle amount and a retard angle amount) and an energization duty input from the duty setting unit 44. It is controlled by the switching timing of each FET 36a-36f. In response to the magnetic pole detection signal from the rotor angle sensor 15, the driver 47a generates a signal that rises on each time the sensor 15 detects the magnetization band of the magnet ring 19 formed corresponding to the magnetic pole of the outer rotor 10. To detect.

  FIG. 5 is a flowchart showing the procedure of power generation control according to the present invention, and mainly shows the operation of the target regulated voltage switching unit 47c. FIG. 6 is a timing chart of power generation control by the target regulated voltage switching unit 47c.

  In step S10, the current retardation amount θx is determined. If the power generation amount is still small and the retardation amount θx is below the switching threshold θref as before time t1 in FIG. 6, the process proceeds to step S11. Thereafter, the power generation amount increase control for increasing the retardation amount θx is started at time t1, and when the retardation amount θx exceeds the switching threshold θref at time t2, this is detected in step S11 and the process proceeds to step S12. In step S12, a timer T for measuring a predetermined boost determination period Δt is started.

  In step S13, it is determined whether or not the retardation amount θx still exceeds the switching threshold θref. If it exceeds, the process proceeds to step S15, where it is determined whether the determination period Δt has ended and the timer T has timed out. The process returns to step S13 until time-out, and the above processing is repeated as long as the retardation amount θx exceeds the switching threshold θref. If the retardation amount θx falls below the switching threshold θref even once during this determination period, the process proceeds to step S14, the timer T is reset, and the process returns to step S11.

  Thereafter, at time t3, the boost determination period Δt ends, and when this is detected in step S15, in step S16, boost control for gradually increasing the target regulated voltage Vt at an increase rate ΔV is started. In step S17, it is determined whether or not the target regulated voltage Vt has been boosted to the second regulated voltage Vreg2. Until the boosting is completed, the process returns to step S16 and the boosting control is continued. At time t5, the target regulated voltage Vt reaches the second regulated voltage Vreg2, and when this is detected in step S17, the process proceeds to step S18.

  In step S18, the retardation amount θx is compared with the switching threshold value θref, and if the retardation amount θx still exceeds the switching threshold value θref, the current regulated voltage Vt is maintained at the second regulated voltage Vreg2 while the target regulated voltage Vt is maintained. The boost control is terminated.

  In the next control cycle, since it is determined in step S10 that the retardation amount θx ≧ the switching threshold θref, the process proceeds to step S21. Thereafter, the power generation amount reduction control for reducing the retardation amount θx is started at time t6. When the retardation amount θx falls below the switching threshold θref at time t8, this is detected in step S21 and the process proceeds to step S22. In step S22, a timer T for measuring a predetermined step-down determination period Δt is started.

  In step S23, it is determined whether or not the retardation amount θx is still below the switching threshold θref. If it is lower, the process proceeds to step S25, where it is determined whether or not the determination period Δt has expired and the timer T has timed out. The process returns to step S23 until time-out, and the above processing is repeated as long as the retardation amount θx is less than the switching threshold θref. If the retardation amount θx exceeds the switching threshold θref even once during this determination period, the process proceeds to step S24, the timer T is reset, and the process returns to step S21.

  Thereafter, when the step-down determination period Δt ends at time t10 and this is detected in step S25, step-down control is started in step S26 to gradually monotonously decrease the target regulated voltage Vt with the decrease rate ΔV. In step S27, it is determined whether or not the target regulated voltage Vt has been stepped down to the first regulated voltage Vreg1. Until the step-down is completed, the process returns to step S26 and the step-down control is continued. At time t11, the target regulated voltage Vt reaches the first regulated voltage Vreg1, and when this is detected in step S27, the process proceeds to step S28.

  In step S28, the retardation amount θx and the switching threshold value θref are compared. If the retardation amount θx is still below the switching threshold value θref, the current regulated voltage Vt is maintained at the first regulated voltage Vreg1. The boost control is terminated.

  Note that, as indicated by a broken line in FIG. 6, the boost control is continued in the present embodiment even if the retardation amount θx starts to decrease at time t4 during the boost control. Then, at time t5 when the boost control is completed, when it is detected in step S18 that the retardation amount θx is below the switching threshold θref, the process proceeds to step S22, and the step-down control is performed through the procedure of step-down determination as described above. Is started.

  Similarly, even if the retardation amount θx starts to increase during the step-down control, the step-down control is continued in this embodiment. When it is detected in step S28 that the retard amount θx exceeds the switching threshold θref at the time when the step-down control is completed, the process proceeds to step S12, and the step-up control is performed through the step of determining the step-up as described above. Be started.

  As described above, according to the present invention, when the remaining charge of the battery is small, the target regulated voltage is set to the second regulated voltage that is higher than usual. Even if there is a voltage drop due to the line resistance between the battery and the battery, the charging voltage of the battery can be kept high enough to enable reliable charging, and there is no need to change or improve the harness. The degree of freedom is maintained. Therefore, since the capacity reduction of the battery can be prevented, even when applied to an idle stop vehicle, the restartability after the idle stop can be prevented from being lowered.

  In addition, the regulated voltage increases when the retard amount of the energization control is large and the remaining charge of the battery is predicted to be small, so that the battery can be sufficiently charged.

  In addition, since the target regulated voltage is gradually switched from the first regulated voltage to the second regulated voltage, the driver feels that the driver feels a sense of discomfort due to the increase in the power generation load. Can maintain a good driving feeling.

  Further, when the retard amount of the energization control is continuously large for a predetermined time or longer, the target regulated voltage is reduced from the second regulated voltage to the first regulated voltage, so that overcharging of the battery can be prevented.

  Further, since the target regulated voltage is gradually switched from the second regulated voltage to the first regulated voltage, the acceleration feeling of strangeness felt by the driver due to the reduction in the power generation load is alleviated and good. Can maintain a good driving feeling.

  Furthermore, since the generator also serves as the engine starter, the generator coil is set with emphasis on the characteristics of the starter motor, so even if the generator capacity is not sufficient, a sufficient amount of power can be secured. It is particularly effective.

  In particular, when the generator also serves as an engine starter, the starter motor is provided coaxially with the crankshaft, so that the startability is quick and the restart from the idle stop is good, but the reduction gear or the like cannot gain torque. For this reason, in the starter / generator, torque characteristics as a starter motor are more important, and it is considered that the characteristics on the power generation side are not sufficient, and the present invention is extremely effective in the starter / generator of the crankshaft coaxial.

  Furthermore, since the regulated voltage can be set based on the amount of retardation, the regulated voltage can be easily set.

  8 ... ACG motor, 15 ... Rotor angle sensor, 19 ... Magnet ring, 35 ... Stator coil, 36 ... Full-wave rectifier, 36a, 36b, 36c, 36d, 36e, 36f ... FET, 42 ... Electric load, 47 ... Power generation control , 47a ... driver, 47b ... remaining charge estimation unit, 47c ... target regulated voltage switching unit, 48 ... harness, 59 ... battery

Claims (6)

An engine (1) that stops when a predetermined stop condition is satisfied, and restarts when a predetermined start condition is satisfied;
An AC generator (8) driven by the engine (1);
Generated voltage detection means (43) for detecting the output of the AC generator,
Power generation control means (47) for controlling the output of the AC generator to a DC output of a predetermined target regulated voltage by controlling the energization to the AC generator based on the generated voltage,
In the power generation control device in the idle stop vehicle comprising a connection means (48) for supplying the DC output to the battery,
The power generation control means (47)
Remaining charge estimation means (47b) for estimating the remaining charge of the battery (59) based on the energization control amount of the AC generator;
The target regulated voltage is set to a first regulated voltage if the estimated value of the remaining charge is higher than a reference charging amount, and is set to a second regulating voltage that is higher than the first regulating voltage if it is less than the reference charging amount. Bei example a target regulated voltage switching means (47c) for setting the rate voltage,
The power generation control means (47) controls the energization angle to the AC generator (8),
The target regulated voltage switching means (47c) changes the target regulated voltage from the first regulated voltage to the second regulated voltage when a delay amount of the energization angle exceeds a predetermined reference value for a predetermined time. A power generation control device for an idle stop vehicle, characterized by switching to a voltage . The power generation control device for an idle stop vehicle according to claim 1 , wherein switching from the first regulated voltage to the second regulated voltage is gradually performed. The target regulated voltage switching means switches the target regulated voltage from the second regulated voltage to the first regulated voltage when the delay amount of the energization angle falls below a predetermined reference value for a predetermined time. The power generation control device for an idle stop vehicle according to claim 1 or 2 . 4. The power generation control device for an idle stop vehicle according to claim 3 , wherein switching from the second regulated voltage to the first regulated voltage is gradually performed. The idle generator according to any one of claims 1 to 4 , wherein the AC generator (8) is a generator / starter that also serves as a starter provided on a crankshaft of the engine (1). A power generation control device for a stop vehicle. The first regulated voltage and the second regulated voltage power generation control device in the idle-stop vehicle according to any one of claims 1 to 5, characterized in that it is set by the retard amount of energization of the alternator .