JP6587432B2 - Alternator power generation control device - Google Patents

Description

  The present invention relates to an alternator power generation control device that is driven by an engine to charge a battery and can adjust a power generation voltage by control of a control means.

  Conventionally, as a power generation control device that controls the power generation voltage of an alternator that is driven by an engine and charges a battery, when it is determined that the engine speed has reached a sufficient speed for power generation and the preset electrical load is large In addition, the power generation control in the normal mode is performed by controlling the power generation voltage of the alternator to a high first adjustment voltage such as 14.5 V, while the engine speed has reached a sufficient speed for power generation and is preset. When it is determined that there is no electric load and the electric load is small, the power generation voltage in the low fuel consumption mode is controlled by controlling the power generation voltage of the alternator to a low adjustment voltage such as 12.8V ( Patent Document 1).

  Furthermore, when the engine speed has not reached a sufficient speed for power generation or when the brake negative pressure has decreased even if the engine speed has reached a speed sufficient for power generation, the load is reduced and the engine is reduced. In order to increase the number of revolutions, it is also considered that the power generation control in the emergency mode is performed by controlling the power generation voltage of the alternator to a lower adjustment voltage of 12.5V.

JP 2003-224935 A (paragraphs 0016 to 0018 and FIGS. 2 and 3)

  However, when the battery is used in an area where the temperature is high throughout the year, such as ASEAN (Association of Southeast Asian Nations), there is a problem that the battery is likely to deteriorate early due to high temperature overcharge, and the battery life is shortened. In the power generation control device, if it is determined that any one of the electric loads has been operated when the battery is in a fully charged state, the power generation control of the alternator in the normal mode of 14.5 V is maintained. It is not possible to prevent the battery from prematurely deteriorating because there is a risk that the adjustment voltage will remain high and the high-temperature overcharge state may continue, without shifting to the alternator power generation control in the low fuel consumption mode of the adjustment voltage of There is an inconvenience.

  When the battery is used in an area where the temperature is high, even if any one or more electric loads are operated when the battery is in a fully charged state, the deterioration of the battery is obviated when the electric load is small. It aims to be able to prevent.

In order to achieve the above-described object, an alternator power generation control device of the present invention is an alternator power generation control device that is driven by an engine to charge a battery and can adjust a power generation voltage by control of a control means. A charging / discharging state detecting unit for detecting a charging / discharging state; and a load detecting unit for detecting operating states of a plurality of electric loads mounted on the vehicle, wherein the control unit includes the charging / discharging state detecting unit. It is determined whether or not the battery is fully charged based on the charge / discharge current according to the charge / discharge status. When the battery is not fully charged, the power generation voltage of the alternator is controlled to the first adjustment voltage, and the battery is fully charged. And when the operation of any one of the electric loads is detected by the load detecting means, the generated voltage of the alternator is adjusted to the first adjustment value. Controls the second adjusting voltage in the range where the battery is not discharged during operation of the low rather the electric load than the voltage, the battery is a fully charged state, and, any of the electrical load by the load detecting means When the absence of operation is detected, the power generation voltage of the alternator is controlled to a third adjustment voltage lower than the second adjustment voltage.

  According to the present invention, when the battery is in a fully charged state and the operation of any electric load is detected by the load detection means, the power generation voltage of the alternator is made lower than the first adjustment voltage. In order to control to the second adjustment voltage higher than the adjustment voltage of the battery, even if any one or more electric loads are operated when the battery is fully charged, Unlike the prior art, the power generation control of the alternator in the so-called normal mode by the first adjustment voltage is not maintained, and the power generation control by the second adjustment voltage of the alternator can be executed.

Therefore, even when the battery is used in a region where the temperature is high, it is possible to prevent the high temperature overcharge state from continuing, and even when one or more electric loads are operated when the battery is fully charged , when the electric load is small, performs power generation control of the alternator in the second adjustment voltage within the battery is not discharged during operation of the high rather electrical load than the third regulated voltage lower than the first regulated voltage It is possible to prevent a high temperature overcharge state and prevent early deterioration of the battery.

It is a connection diagram of one embodiment of an alternator power generation control device according to the present invention. FIG. 1 is a flowchart for explaining the operation.

  An embodiment of the present invention will be described in detail with reference to FIGS. 1 and 2.

  The alternator power generation control device in this embodiment is configured as shown in FIG. That is, the vehicle 1 shown in FIG. 1 has a lead battery 2, the negative terminal of the battery 2 is connected to the vehicle body of the vehicle 1, and the starter 3 that starts the engine that is the drive source of the vehicle 1 is connected to the battery 2. The starter 3 is actuated to generate driving force and start the engine. Then, the rotational force of the engine is transmitted to the alternator 4 as a generator through a belt (not shown), and the battery 2 is charged by the power generation output of the alternator 4 while the vehicle 1 is traveling.

  Further, as shown in FIG. 1, an EFIECU (Electronic Fuel Injection Electronic Control Unit) 5 having a microcomputer configuration corresponding to the control means in the present invention is connected to a battery via one fuse in the junction box 6 and an external fuse F. The EFIECU 5 is connected to the positive electrode terminal 2 and receives power from the battery 2 and operates to control the fuel injection amount of the engine. The EFIECU 5 controls the alternator 4 as a control means of the present invention as described later. A command is output to perform power generation control of the alternator 4.

  Also, a current sensor 7 for detecting the battery current is provided in a connection cable connecting the negative electrode terminal of the battery 2 and the vehicle body, and the current detected by the current sensor 7 is taken into the EFIECU 5, and the battery charge / discharge status (current integrated value) ) Is detected, and the EFIECU 5 determines whether or not the battery 2 is fully charged. The function of detecting the battery charge / discharge status by the EFI ECU 5 corresponds to the charge / discharge status detection means in the present invention.

  Further, an electric load 10 is connected to the positive terminal of the battery 2 via the relay block 9, and similarly, a plurality of other electric loads 11 mounted on the vehicle 1 via a plurality of fuses in the junction box 6. Is connected to the positive terminal of the battery 2, and information on whether or not the electric loads 10, 11 are in operation is acquired from the ECU that controls the electric loads 10, 11 by CAN (Controller Area Network) communication. The EFIECU 5 determines whether one of the electric loads 10 and 11 is in operation or not in operation. The function of detecting the operating status of the electric load by the EFIECU 5 corresponds to the load detecting means in the present invention.

  Although not shown in FIG. 1, an engine speed detection sensor and a brake negative pressure detection sensor are provided, and the engine speed and brake negative pressure detected by these sensors are taken into the EFIECU 5, and the EFIECU5 Thus, it is determined whether or not the detected engine speed has decreased below a preset predetermined speed, and whether or not the detected brake negative pressure has fallen below a preset predetermined value. If the brake negative pressure is lower than a predetermined value, the emergency mode is controlled by the EFIECU 5.

  Then, the EFIECU 5 controls the alternator 4 as the first control if the battery 2 is not fully charged, based on the detection values of the engine speed detection sensor and the brake negative pressure detection sensor, when the battery 2 is not fully charged. When the control of the normal mode in which the power generation is controlled at 14.3 V which is the adjustment voltage of the battery 2 is performed and it is determined that the battery 2 is fully charged and one of the electric loads 10 and 11 is in operation, the alternator 4 is The battery deterioration suppression mode in which power generation is controlled at 13.8 V, which is a second adjustment voltage lower than the adjustment voltage, is controlled, and it is determined that the battery 2 is fully charged and none of the electric loads 10 and 11 is in operation. Sometimes, the low fuel consumption mode in which the alternator 4 is controlled to generate power at 12.8 V, which is a third adjustment voltage lower than the second adjustment voltage. Your was carried out, as the control of the emergency mode described above, performs power generation control of the alternator 4 than the third regulated voltage is lower fourth regulated voltage 12.5 V. Here, the reason why the second adjustment voltage (13.8V) is 0.5V lower than the first adjustment voltage (14.3V) is that the battery 2 is not discharged when the electric loads 10 and 11 are operated. This is to prevent the overcharge of the battery 2 by generating the alternator 4.

  Next, a processing procedure of power generation control of the alternator 4 by the EFIECU 5 will be described with reference to a flowchart of FIG.

  Now, as shown in FIG. 2, it is determined whether or not the engine speed detected by the engine speed detection sensor is lower than the predetermined speed (step S1). If the determination result is YES, step S2 is performed. If the alternator 4 is controlled to generate the emergency mode, that is, the fourth adjustment voltage (12.5 V) described above (step S2) and the determination result in step S1 is NO, the brake negative pressure detection sensor It is determined whether or not the brake negative pressure detected by the above has decreased below a predetermined value (step S3). Even if the determination result is YES, the process proceeds to step S2 described above, and emergency mode control is performed. .

  On the other hand, if the determination result in step S3 is NO, it is determined whether or not the battery 2 is fully charged based on the battery current detected by the current sensor 7 (step S4). If not, the alternator 4 is controlled to generate power with the first adjustment voltage (14.3 V) as control in the normal mode (step S5).

  When the determination result in step S4 is NO, that is, when the battery is fully charged, the process proceeds to the next step S6, where it is determined whether any of the electric loads 10, 11 is in operation (step S6). If YES, that is, if any one of the electric loads 10, 11 is in operation, the alternator 4 is controlled to generate power with the second adjustment voltage (13.8V) as control in the battery deterioration suppression mode (step S7), and the determination in step S6 When the result is NO, that is, when neither of the electric loads 10 and 11 is operating, the alternator 4 is controlled to generate power with the third adjustment voltage (12.8V) as the control in the low fuel consumption mode (step S8). The operation ends after the processing of S5 and S7.

  Therefore, according to the above-described embodiment, when the battery 2 is fully charged and the operation of any one of the electric loads 10 and 11 is detected, the power generation voltage of the alternator 4 is set to the first level by the EFIECU 5. Is controlled to a second adjustment voltage (13.8V) lower than the third adjustment voltage (12.8V) and higher than the third adjustment voltage (12.8V), and the alternator 4 is controlled to generate power in the battery deterioration suppression mode. Therefore, when the battery 2 is in a fully charged state, even if any one or more of the electric loads 10 and 11 are operated, the first adjustment voltage is used as in the prior art in a situation where the electric load is determined to be small. The state of the power generation control of the alternator 4 in the normal mode by (14.3 V) is not maintained, and the power generation control by the second adjustment voltage of the alternator lower than the first adjustment voltage is executed. As a result, even when the battery 2 is used in a high temperature area such as the ASEAN area, the high temperature overcharge state of the battery 2 can be prevented from continuing, and the battery can be deteriorated early. Can be prevented.

  The present invention is not limited to the above-described embodiment, and various modifications other than those described above can be made without departing from the spirit of the present invention.

  For example, in the above-described embodiment, the first to fourth adjustment voltages are 14.3 V, 13.8 V, 12.8 V, and 12.5 V, respectively. However, the first to fourth adjustment voltages have these voltage values. It is not limited to.

  Further, in the above-described embodiment, the fourth adjustment voltage (12.5V) is controlled as the emergency mode control when the engine speed is lower than the predetermined speed or when the brake negative pressure is lower than the predetermined value. In the above description, the case where the EFIECU 5 has a function of performing power generation control of the alternator 4 is described. However, the EFIECU 5 does not necessarily have to have an emergency mode control function.

  The configuration of the alternator power generation control device of the present invention is not limited to that shown in FIG.

2 ... Battery 4 ... Alternator 5 ... EFIECU (charging / discharging status detection means, load detection means, control means)
10, 11 ... Electric load

Claims (1)

In the alternator power generation control device that is driven by the engine and charges the battery, and the power generation voltage can be adjusted by the control of the control means,
Charge / discharge status detection means for detecting the charge / discharge status of the battery;
Load detecting means for detecting the operating status of a plurality of electric loads mounted on the vehicle,
The control means includes
It is determined whether or not the battery is fully charged from the charge / discharge current according to the charge / discharge status detected by the charge / discharge status detection means, and when the battery is not fully charged, the power generation voltage of the alternator is controlled to the first adjustment voltage. , the battery is a fully charged state, and, when the operation of any of said electric load is detected by the load detecting means, low rather the electric than the first regulated voltage to the power generation voltage of the alternator When the load is in operation, the second regulated voltage is controlled so that the battery does not discharge , the battery is in a fully charged state, and none of the electric loads is detected by the load detecting means. Sometimes, the alternator power generation control device controls the power generation voltage of the alternator to a third adjustment voltage lower than the second adjustment voltage.

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