JPH0139306B2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention provides a vehicle power generation system that uses a microcomputer to effectively control the power generation status of a vehicle-mounted generator according to signals from a plurality of sensors. This relates to a power generation control device for a machine.

[Conventional technology]

Conventionally, power generation control for generators for vehicles, mainly for vehicles, has generally been carried out using a constant voltage control method that keeps the battery terminal voltage constant. There are those that make a determination and drive the excitation coil of the generator intermittently, and those that take into account the driving performance and fuel efficiency of the vehicle depending on the engine load condition.

In these devices, the power generation control device installed inside the generator takes in the above information, determines the adjustment voltage according to these conditions, controls the excitation coil, and adjusts the battery terminal voltage. It matches the voltage.

[Problems to be Solved by the Invention] However, in the conventional system described above, the power generation control device is placed inside the generator, so there are many input lines for receiving signals such as battery status and engine load status. Therefore, there are problems in that the wiring becomes complicated and the power generation control device is exposed to high heat due to heat generated by the armature coil, excitation coil, full-wave rectifier, etc. in the generator.

[Means to solve the problem]

Therefore, in the present invention, a power generator that is driven by a power engine mounted on a vehicle, has an armature coil and an excitation coil, and generates an output in the armature coil according to the amount of current flowing through the excitation coil. a battery charged by the output of the armature coil of the generator; battery condition detection means for detecting the condition of the battery; engine operating condition detection means for detecting the operating condition of the power engine; A plurality of signals obtained by these detection means are input, a target value for the output of the armature coil of the generator is calculated based on these signals, and the output of the armature coil matches this target value. a microcomputer that outputs a control signal; and a microcomputer that is attached to the generator and turns on a current flowing from the output of the armature coil to the field coil.
switch means for OFF control; a signal line connecting the microcomputer disposed apart from the generator and the switch means; and a control signal of the microcomputer is transmitted to the generator via the signal line. Switch means ON/OFF
To provide a power generation control device for a vehicle generator, characterized in that the amount of current flowing through the excitation coil is controlled so that the output of the armature coil matches the target value. be.

[Effect]

As mentioned above, by separating the microcomputer from the generator, the signal lines of the multiple sensors can be routed only to the signal lines that send signals to the switch means to match the battery voltage to a predetermined voltage, without having to route wiring all the way to the generator. All you have to do is connect it, and it can also be made unaffected by the heat of the generator.

[Embodiment] In the following description, an ordinary automobile will be used as an example of a vehicle. FIG. 1 is an overall configuration diagram showing an embodiment of the present invention. 1 is a Y-connection three-phase AC generator driven by an on-vehicle engine, and includes an armature coil 11, an excitation coil 12 for excitation of the generator,
It consists of a rectifier 13 for full-wave rectification, and a drive section 14 that is attached to the generator main body and drives the exciting coil 12 in response to a signal from a control section, which will be described later.

This drive section 14 is generally composed of a switching circuit including a power transistor. Reference numeral 2 denotes an on-vehicle battery, which connects power to various on-vehicle electrical loads and is charged by the output of the generator 1, and is a 12V type in this example. Reference numeral 3 indicates a key switch arranged in the vehicle interior, which includes, for example, an accessory switch (ACC), an ignition switch (IG), and a starter switch (ST). Reference numeral 4 denotes an on-vehicle electrical load, which includes a load 42 such as a headlamp directly connected to the battery 2 and a power switch 41, a load 44 such as a wiper motor connected via the key switch 3, a power switch 43, and the like. 5 is a starter motor installed in the vehicle.

Next, on the control unit side, 6 is a microcomputer, which is a single chip type that receives signals from each sensor and executes digital calculation processing of software according to a predetermined control program. At the same time, the in-vehicle battery 2 receives a stabilized voltage of 5V through a stabilized power supply circuit (not shown), and becomes operational, and the set values according to the signals from each sensor are converted into binary form in this case. It is output as a signal. The microcomputer 6 has a read-only memory (ROM) that stores the control program that defines the procedures for various arithmetic operations to obtain set values for performing power generation control in an optimal state. The central processing unit sequentially reads out the control program from this ROM and performs arithmetic processing on it.
unit (CPU), which temporarily stores various data related to the arithmetic processing of this CPU, and also stores the data.
Memory that can be read by the CPU (Random
The main components are an access memory; Made of one-chip type large-scale integrated circuit (LSI)
(manufactured by).

Further, 7 is an A/D conversion circuit that converts an analog signal into a digital signal, and an engine rotation speed sensor S
1. Analog signals from the throttle opening sensor S2, battery temperature sensor S3, engine coolant temperature sensor S4, and starter operation detection sensor S5 are sequentially converted into digital signals and output to the microcomputer 6.

Here, each of the above-mentioned sensors S1 to S5 will be explained. First, the engine speed sensor S1 is
For example, it is a known sensor that detects the rotation speed of the engine using an ignition signal. Of course, other detection means having various structures are known, and there is no limit to the selection thereof. Further, the throttle opening sensor S2 is a known sensor that varies the voltage division ratio of the power supply voltage using a sliding type or non-contact type variable resistor that is linked to the depression operation of the accelerator pedal, for example. The battery temperature sensor S3 detects the temperature of the battery electrolyte or the battery body or its surroundings, which has a correlation with the charging characteristics of the battery 2, and is composed of a temperature sensing element such as a thermistor or a temperature sensing transistor. . The engine coolant temperature sensor S4 is the same as that used in electronic fuel injection amount control devices, and has a temperature sensing element such as a thermistor placed in contact with the engine coolant. Further, the starter operation detection sensor S5 receives the starter drive signal as input and generates a voltage signal at a predetermined level during the period in which this signal is generated.

Next, 8 is a D/A conversion circuit, which converts a set value in the form of a binary signal, which is the output of the microcomputer 6, into an analog signal. 9 is a differential amplifier circuit which inputs the analog signal (setting value) from the D/A converter circuit 8 and the battery terminal voltage signal from the battery 2, and outputs a detection signal according to the voltage difference value between the two signals. It is something. 10 is a pulse width modulation circuit that modulates the output pulse signal of a predetermined period inputted from the microcomputer 6 according to the magnitude of the detection signal from the differential amplifier circuit 9, and variably controls the duty ratio of this output pulse signal. It is something to do. As a result, the switching circuit of the drive unit 14 is turned on and off according to the duty ratio of the output pulse signal, and the average value of the current flowing through the excitation coil 12 is variably controlled.

Here, the arithmetic processing by the microcomputer 6 is executed at predetermined regular intervals, but if the energization state of the excitation coil 12 is controlled each time according to the result of each arithmetic processing, the excitation coil 12 The setting of the calculation cycle becomes a problem because it is affected by the power generation capacity and response delay of the generator 1 including the battery capacity and response delay of the control circuit system. For example, if the calculation cycle is set relatively large (for example, 25 msec or more), the fluctuation range of the ripple component in the adjusted voltage becomes large, and when an on-vehicle lamp load is driven with this adjusted voltage, the brightness will vary slightly. On the other hand, if the calculation period is set too small, the fluctuation range of the ripple component will be reduced, but the average value of the excitation current will decrease due to the influence of the inductance of the excitation coil 12, resulting in a lack of power generation capacity when the generator rotates at low speeds. It becomes like this. Therefore, in this example, the calculation cycle is set to 0.5m in consideration of the above points.
The arithmetic processing is executed by selecting a period of about sec to 5 msec.

Next, the operation of the above configuration will be explained with reference to the calculation flowchart in FIG. 2 and the characteristic diagrams in FIGS. 3 to 5. Figure 2 is a calculation flowchart showing the calculation process for power generation control of the generator 1 by the control program of the microcomputer 6, and Figure 3 is a temperature-basic adjustment voltage for determining the basic adjustment voltage according to the battery electrolyte temperature. A characteristic diagram showing the characteristics, FIG. 4, is an engine load characteristic diagram for determining the load state of the in-vehicle engine based on both engine speed and throttle opening information, and FIG. 5A in FIG.
is a characteristic diagram showing an example of a temperature change of the engine coolant, and FIG. 5B is a characteristic diagram showing that the charging operation is strengthened for a time commensurate with the starter operating time from when the engine coolant temperature is saturated.

Here, the characteristics shown in Figure 3 are the characteristics that have been generally set in the past, and the battery-specific temperature -
Considering the charging voltage characteristics and the voltage range allowed for the on-vehicle electrical load, the voltage is set to a gentle negative slope (e.g. 0.002 to 0.012V/℃) with respect to the temperature T _B using the temperature characteristics of semiconductor elements, etc. It is something that
Also, the engine load characteristics shown in FIG. 4 will be explained. General When the engine speed N tends to decrease despite a large throttle opening θ, there is a correlation with heavy load conditions such as when driving uphill or accelerating. Regardless, when the engine speed N tends to increase, there is generally a correlation with light load conditions such as when traveling downhill or when decelerating. Therefore, in this embodiment, focusing on these points, the engine load condition is approximately displayed two-dimensionally using two parameters, the throttle opening θ and the engine speed N. As shown in Fig. 4, the heavy load region and light load region are defined by a pre-selected linear function θ=
A boundary is defined by C ₅ ·N + C ₆ (where C ₅ and C ₆ are constants), and the engine load state is distinguished into two stages.

Also, to explain the characteristics shown in Figure 5B, after the engine has been started, the amount of battery discharge consumed by the starter operation is effectively recovered when the engine body has been warmed up and has reached a stable operating state. Therefore, in this embodiment, the time τ = C ₁ · Ts + C ₂ (however, the time commensurate with the starter operation time Ts
C ₁ and C ₂ are constants), the adjustment voltage of the power generation control device is increased by a predetermined value to increase the charging current.

Hereinafter, the microcomputer 6 will be explained according to FIG.
The arithmetic processing will be explained, and the overall operation of the power generation control device shown in FIG. 1 will be explained.
Now, when the key switch 3 is turned on, various stabilized voltages are applied to the microcomputer 6 and other peripheral circuit devices 7-10 by a stabilized power supply circuit (not shown), and each device 6-10 becomes operational. Then, the arithmetic processing of the control program is started at a start step 101 in FIG. 2 at a predetermined period of about 0.5 to 5 msec, and the determination terms k and l are initialized at step 102, and the process proceeds to signal input step 103. In this step 103, the engine speed signal N is sent from the engine speed sensor S1, and the throttle opening sensor S
Throttle opening signal θ from 2, battery temperature signal T _B from battery temperature sensor S3, engine coolant temperature signal from engine coolant temperature sensor S4
A starter operation signal is sequentially inputted from the TC and the starter operation detection sensor S5 and temporarily stored in the RAM, and the process proceeds to starter operation determination step 104.

Therefore, if the engine has not yet been started, the signal input step 103 is executed from the determination step 104 via the determination step 105 and the excitation stop signal generation step 109.
Return to and repeat this routine. Therefore, the microcomputer 6 temporarily stores the excitation stop signal in the output register and continues to generate the excitation stop signal to the differential amplifier circuit 9 through the D/A converter circuit 8. (For example, 12V) is input, but this circuit 9
This prohibits the pulse width modulation circuit 10 from generating a drive pulse signal, and prevents initial excitation of the generator.

Next, if the starter is activated when starting the engine, the starter operation determination step is activated.
104 becomes YES and the process proceeds to step 107 via step 106. In this step 107, the starter operation time Ts is calculated from the judgment term l, the calculated value is temporarily stored in the RAM, and then the step
In step 108, the calculated value Ts obtained in step 107 is used to calculate the charging reinforcement time index τ for comparison with the judgment term k based on the calculation formula τ= _C1・Ts+ _C2 , and temporarily stored in the RAM. Then, the process returns to signal input step 103 via step 109, and this routine is repeated thereafter. As a result, the microcomputer 6 determines the starter operating time while the starter is operating.
While continuing to calculate Ts and charging reinforcement time τ,
In order to continue to generate an excitation stop signal to the differential amplifier circuit 9 through the D/A conversion circuit 8, initial excitation of the generator is not performed in the same manner as when the key switch is turned on. Here, if the starter is activated multiple times with the ignition switch turned on, l is not initialized again during that time, so the criterion l becomes a value proportional to the total starter activation time.

Next, a case will be described in which the engine starts and the starter operation is stopped. In that case, the process proceeds from signal input step 103 to calculation step 110 via determination steps 104 and 105. In this step 110, the battery temperature signal T _B is read out, and the calculation formula V _T =
A basic adjustment voltage value V _T is calculated according to C ₃ ·T _B +C ₄ (C ₃ and C ₄ are constants) and temporarily stored in RAM. Then, the process proceeds to step 111, in which the engine speed signal _NX is read out and
According to the calculation formula stored in the ROM θ= _C5・N+ _C6 (however, _C5 and _C6 are constants), the boundary value of the heavy-light load region θ( _NX )=C when the engine speed is _NX . ₅・_N
+C ₆ is calculated and temporarily stored in ROM. Then, the load condition determining step 112 reads out the throttle opening degree signal _θX , and determines the magnitude relationship between the throttle opening degree _θX and the boundary value θ( _NX ) calculated in the calculation step 111.

Therefore, if NO in this judgment step 112, that is, if the engine load is in a light load state, the process proceeds to step 113, and in this step 113,
Select the load correction voltage value V _L =V ₁ as the correction amount according to the engine load for the basic adjustment voltage value V _T ,
This is temporarily stored in RAM. Next, the process proceeds to engine coolant temperature determination step 114, where the engine coolant temperature signal Tc is read out and the level relationship between this engine coolant temperature Tc and a preset temperature To is determined. Therefore,
Immediately after the engine starts, the engine coolant temperature Tc is still
If is not very high, the judgment step 114 is turned ON and the process proceeds to the calculation step 119. In this step 119, the basic adjustment voltage value V _T and the load correction voltage value V ₁ temporarily stored in the RAM in steps 110 and 113 are used.
Read out and add both voltage values to get the adjusted voltage value V _REG =
Find V _T +V ₁ and convert it to microcomputer 6.
Temporarily stored in the output register of Therefore, D/
The A conversion circuit 8 converts the binary signal output from the microcomputer 6 indicating the regulated voltage V _REG into an analog signal, and the differential amplifier circuit 9 converts the differential voltage between the analog regulated voltage V _REG and the battery terminal voltage. The duty ratio of the output pulse signal generated by the pulse width modulation circuit 10 is changed according to the signal level of the voltage signal. For example, in this embodiment, when the battery terminal voltage V _B is lower than the adjusted voltage V _REG set by calculation, this battery terminal voltage V _B is set as the adjusted voltage.
In order to match V _REG , the voltage difference between both △V = V _REG −
The pulse width modulation circuit 10 outputs a pulse signal for driving the excitation coil having a duty ratio (ratio of one cycle of the output pulse signal to the pulse width of the output pulse signal that drives the excitation coil 12) proportional to V _B. It is configured to do so.

By the way, after the engine starts, the Ewagin cooling water temperature Tc gradually rises as shown in Figure 5A and reaches the set temperature.
When To is reached, in temperature determination step 114
The result is YES, and the process proceeds to judgment step 115. Then, the judgment term k is the charging reinforcement time index τ obtained in step 108.
During the smaller period, the routine from judgment step 115, through steps 116, 117, and calculation step 118, and returning to signal input step 103 is repeated;
Thereafter, when the determination term k becomes larger than the charge enhancement time index τ, the determination step 115 becomes NO, and the routine is changed to return to the signal input step 103 via the calculation step 119.

Therefore, during the period of the charging reinforcement time index τ when the engine load is light and the engine coolant temperature Tc reaches a steady state, the determination step
From step 112, the routine through steps 113 to 118 is repeated. In particular, in this routine, in step 117, a heavy electrical load called a starter (for example, 1kw~
In order to compensate for the power consumption (2kw), the charging enhancement correction voltage value _V
Read from ROM, and in calculation step 118,
Read the basic adjustment voltage value V _T and load correction voltage value V ₁ temporarily stored in RAM, and add both voltage values and the charging enhancement correction voltage value V _S to obtain the adjustment voltage value V _REG =
V _T +V ₁ +V _S is determined and temporarily stored in the output register of the microcomputer 6. Therefore, the adjusted voltage value V _REG becomes larger than normal, and the difference with the battery terminal voltage V _B becomes larger, and the duty ratio of the pulse signal generated from the pulse width modulation circuit 10 becomes larger. The excitation current is increased to increase the generated voltage and to strengthen the charging of the battery 2.

On the other hand, after the period determined by the charging reinforcement time index τ, the determination step 112 causes steps 113, 114,
The routine via 115 and 119 will be repeated,
The adjusted voltage value will be V _REG = V _T + V ₁ , and the adjusted voltage value V _REG will be smaller than when charging is enhanced, but even in this case, the adjusted voltage value will be sufficiently large compared to when the engine load is heavy. There is.

By the way, when the engine load changes from the above-mentioned light load state to a heavy load state, for example, when the automobile starts from an idling state to an accelerating state, a YES judgment is made in the load state determination step 112 and the step is continued. It will move on to 120. Therefore, in this step 120, the load correction voltage value V _L is determined as the correction amount of the adjustment voltage according to the engine load.
=V ₂ Select and temporarily store in RAM. This load correction voltage value V ₂ is a smaller value than the load correction voltage value V ₁ at the time of light load, and may be a negative value depending on the case.

If the engine coolant temperature Tc has not yet reached the steady state (To), a negative determination is made in the engine coolant temperature determination step 121 and the process proceeds to a calculation step 126, where the basic adjustment voltage value V The adjusted voltage value V _REG =V _T +V ₂ is obtained by adding _T and the load correction voltage value V ₂ described above, and is temporarily stored in the output register of the microcomputer 6. Therefore, this regulated voltage V _REG is approximately equal to, or in some cases slightly lower than, the normal battery terminal voltage V _B , so that almost no excitation current flows through the excitation coil 12, and the generator load on the engine is reduced. We are trying to sufficiently reduce this.

On the other hand, when the engine load is in a heavy load state and the engine coolant temperature Tc has reached a steady state, the temperature judgment step 121 makes a YES judgment and proceeds to judgment step 122.
At step 122, if the decision term k determined in the light load state is still smaller than the charge enhancement time index τ, a YES decision is made, and steps 123, 124,
and repeat the routine via calculation step 125. Therefore, even when the engine load is heavy, the regulated voltage value V _REG =V _T +V ₂ +V _S is set as shown in calculation step 125 only during the period determined by the charging reinforcement time index τ, and the same as when the engine load is light. Although the adjusted voltage value is somewhat lower in comparison, this increases the excitation current, increases the generated voltage, and strengthens the charging of the battery 2.

Once the period determined by the charging reinforcement time index τ has elapsed, the determination term k becomes larger than the number of charging reinforcement time sheets τ in the determination step 122, so a NO determination is made and the calculation step 126
Therefore, the regulated voltage V _REG is made sufficiently low so that almost no excitation current flows through the excitation coil 12, and the generator load on the engine is sufficiently reduced.

By the way, after the engine coolant temperature Tc reaches a steady state and the period determined by the charging reinforcement time index τ has elapsed, the microcomputer 6 uses information on both the engine speed N and the throttle opening θ. The adjusted voltage value V _REG =V _T −V ₁ or V _T =V ₂ is calculated according to the determined engine load state, and the peripheral devices 9 and 10 perform power generation according to the calculated adjusted voltage value V _REG . This will control the power generation status of machine 1.

When the load is heavy, the regulated voltage value V _REG =V _T -V ₂ is determined in calculation step 126 as described above, and the generator load on the engine is suppressed as much as possible in consideration of the battery terminal voltage. On the other hand, when a heavy electrical load such as a headlamp is connected at night, the power consumption increases rapidly and the battery terminal voltage _VB is lower than normal. It may be sufficiently lower than the adjusted voltage V _REG set by calculation. As a result, a voltage difference occurs between the two voltages, and the peripheral devices 9 and 10 cause the excitation current to flow through the excitation coil 12 to control power generation despite the heavy load state, and the battery terminal voltage is calculated and set. It is possible to control the voltage so as not to drop below the adjusted voltage V _REG . An example of the magnitude relationship of each adjustment voltage value V _REG calculated as described above is shown below.
At a given battery temperature T _B , V _T +V ₁ +V _S >
V _T +V _S , V _T +V ₂ +V _S >V _T +V ₂ .

Next, other embodiments of the present invention will be described.
FIG. 6 is a block diagram showing the overall configuration, and FIG. 7 is a calculation flowchart showing its operation. This embodiment differs from the above-described embodiments in that the microcomputer 6 performs a level comparison operation between the adjusted voltage value V _REG determined by each parameter and the battery terminal voltage V _B , and the power generation The excitation control of the machine 1 is performed by normal ON/OFF control instead of the duty ratio control of the output pulse signal, and an electric load sensor S7 is newly installed. When a vehicle width lamp (vehicle width lamp, etc.) is lit, this is detected and an electrical load signal is sent to the microcomputer 6, prohibiting addition/subtraction correction of the adjustment voltage value V _REG according to the engine load condition, and performing other calculation corrections. This is what makes it so. Note that other points are almost the same as the embodiments shown in FIGS. 1 and 2.

Hereinafter, operations that are different from those of the above-described embodiment will be explained using the calculation flowchart shown in FIG. 7. First, a case will be described in which the headlamp or small lamp is not turned on during the daytime or the like. At this time, a NO determination is made in the electrical load determination step 130. Therefore, once the engine has started, the electrical load determination step 130 determines whether the engine load or the engine cooling water temperature, etc. , the adjustment voltage V _REG is calculated in each calculation step 118, 119, 125, or 126, and this is stored in the RAM.
The information will be temporarily stored in the memory, and then the process will proceed to judgment step 127. In this determination step 127, the battery terminal voltage value V _B read in advance from the battery voltage sensor S6 and the calculated adjustment voltage value V _REG are read from the RAM, and the magnitude relationship between the two voltage values is determined. Therefore, the battery terminal voltage value V _B
When is smaller than the regulated voltage value V _REG , the determination step 127 makes a NO determination and proceeds to step 129, and the microcomputer 6 ends up giving a signal instructing excitation to the output circuit 20. As a result, the switching circuit of the drive unit 14 is driven by the output of the output circuit 20 to cause an excitation current to flow through the excitation coil 12, thereby increasing the generated voltage. On the other hand, due to the battery charging operation, the battery terminal voltage value V _B
When becomes larger than the calculated regulated voltage value V _REG ,
At decision step 127, a YES decision is made and the process proceeds to step 128, where the microcomputer 6 ends up giving a signal instructing de-excitation to the output circuit 20. As a result, the output of the output circuit 20 stops the excitation current to the drive unit 14 and lowers the generated voltage. In this way, the battery terminal voltage V _B is controlled to match the adjusted voltage value V _REG calculated each time according to a predetermined calculation cycle. Therefore, this battery terminal voltage V _B changes over a relatively wide range, particularly depending on the engine load condition.

Next, a case where a headlamp or small lamp is turned on at night will be explained. At this time, the electrical load determination step 130 makes a YES determination, and therefore, once the engine has started, the determination step 105 leads to step 110,
103 to proceed to calculation step 131,
Each calculation step 111 to 126 for correcting the adjusted voltage value according to the engine load condition is not performed. Therefore,
In this calculation step 131, the basic adjustment voltage value V _T calculated in calculation step 110 is read out from the RAM, and this value V _T and the increased correction voltage value V ₃ for the voltage load (this value V ₃ is used to maintain battery power even at low engine speeds). (This is a value that can prevent over-discharge.) The adjusted voltage value V _REG is determined by adding the values. the result,
Voltage judgment step 127 and control steps 128, 129
Therefore, the excitation control of the generator is performed according to the magnitude relationship between the adjusted voltage value V _REG and the battery terminal voltage value V _B , and unlike the above case, the battery terminal voltage V _B is almost constant depending on the engine load condition. The adjustment voltage value will be adjusted to the unaffected adjustment voltage value. This makes it possible to reliably prevent flickering of headlamps, small lamps, instrument lighting lamps, etc. that are directly driven by the battery terminal voltage.

In the above example, a linear relationship with a negative slope was used as the temperature-reference adjustment voltage characteristic, but this relationship may vary depending on the usage conditions and environment of each region, the battery charging characteristics, the allowable voltage range of the on-board electrical equipment, etc. Therefore, it can be changed arbitrarily and is not necessarily limited to such a linear relationship.

Furthermore, the battery electrolyte temperature in the present invention is not necessarily limited to the temperature of the electrolyte itself;
It is also possible to detect the temperature of the electrode plate, the battery body, the surrounding area, etc., which has a correlation with the battery electrolyte temperature, and indirectly consider it as the electrolyte temperature.

Furthermore, in the above embodiment, the degree of engine load is determined by a predetermined linear function θ in the engine load characteristic diagram.
Judgments are made in two stages (i.e., heavy load state and light load state) based on the values bounded by (N) = C ₅ / N + C ₆ , but the boundary line is determined by the unique output characteristics of the engine and the engine. It changes in various ways depending on the output characteristics of the combination of the auxiliary equipment and the auxiliary equipment, and in some cases it can become a polygonal line or a curved shape.

In addition, in the above-described embodiment, the engine load state is divided into two states, a heavy load state and a light load state, as shown in FIG.
The adjustment voltage value V _REG is changed according to each state, but the load state is classified into two.
Changing the adjusted voltage value V _REG for each division, not limited to three or more, can be achieved relatively easily by just slightly changing the calculation program.

Also, as a method to detect engine load,
Various methods can be considered in addition to using information on both the engine speed and the throttle opening, and in the present invention, any achieving means may be used as long as the degree of engine load can be determined.

In the present invention, the microcomputer 6, which inputs signals from various sensors _S1 to _S5, etc. and calculates a predetermined adjustment voltage value, is separated from the generator 1. The input line from the sensor does not need to be routed all the way to the generator 1, and the microcomputer 6 may be placed in correspondence with the input line from the sensor.

Further, the signal line to the generator 1 only needs to be a signal line for transmitting the difference between the generator control value calculated by the microcomputer 6 and the terminal voltage value of the battery 2 to the drive unit 14, which is a switching means.

Furthermore, in one embodiment of the present invention (shown in FIG. 1),
On one hand, the voltage value calculated by the microcomputer 6 and converted into analog by the adjustment voltage D/A converter 8, and on the other hand, the terminal voltage value of the battery 2 is immediately input in analog form to the differential amplifier circuit 9. ,
In another embodiment of the present invention (shown in FIG. 6), the terminal voltage of the battery 2 is inputted to the microcomputer 6 via the A/D converter 7, and
The difference between the converted terminal voltage value of the battery 2 and the adjusted voltage calculated in the microcomputer 6 is input to the output circuit 20, and the terminal voltage of the battery 2 is A/D converted compared to that which drives the drive unit 14. The accurate terminal voltage value of the battery can be inputted to the microcomputer 6 via the device 7, and there is no time delay for calculation, and the accurate terminal voltage value of the battery can be inputted immediately to the drive unit 14, and the voltage of the battery can be adjusted appropriately. Can be done.

Furthermore, in the present invention, by separating the microcomputer 6 from the generator 1, it is possible to prevent the microcomputer 6 from being affected by the heat generated within the generator 1.

In each of the above embodiments, the battery terminal voltage is configured to match the calculated adjusted voltage, but instead of this, the generated voltage may be controlled to match the adjusted voltage.

As described above, the present invention enables comprehensive power generation control using a microcomputer that inputs input signals from multiple sensors and calculates control values for the generator. While controlling power generation, by separating this microcomputer from the generator and attaching the switch means to the generator, the input signal lines of each sensor are integrated into the microcomputer, and only the signal lines from the microcomputer are connected to the switch means. This has the advantage of making it easier to route wiring, and also making it possible to prevent microcomputers containing semiconductor elements that are sensitive to heat from being affected by the heat of the generator.

[Brief explanation of drawings]

FIG. 1 is an overall configuration diagram showing an embodiment of the present invention;
Figure 2 is a calculation flowchart showing the calculation processing procedure of the microcomputer in Figure 1, Figure 3 is a characteristic diagram showing temperature-basic adjustment voltage characteristics, Figure 4 is a characteristic diagram showing engine load characteristics, and Figure 5A. is a characteristic diagram showing changes in engine cooling water temperature, FIG. 5B is a characteristic diagram for explaining the charging reinforcement time index τ, FIG. 6 is an overall configuration diagram showing another embodiment of the present invention, and FIG. is a calculation flowchart showing the calculation processing procedure of the microcomputer in FIG. 6; 1...Onboard generator, 2...Battery, 3...
Key switch, 6...Microcomputer, 7
...A/D conversion circuit, _S1 ...engine speed sensor, _S2 ...throttle opening sensor, _S3 ...battery temperature sensor.

Claims (1)

[Claims] 1. A power generation device that is driven by a power engine mounted on a vehicle, has an armature coil and an excitation coil, and generates output in the armature coil according to the amount of current flowing through the excitation coil. a battery charged by the output of the armature coil of the generator; battery condition detection means for detecting the condition of the battery; engine operating condition detection means for detecting the operating condition of the power engine; A plurality of signals obtained by these detection means are input, a target value for the output of the armature coil of the generator is calculated based on these signals, and the output of the armature coil matches this target value. a microcomputer that outputs a control signal; and a microcomputer that is attached to the generator and turns on the current flowing from the output of the armature coil to the field coil.
switch means for OFF control; a signal line connecting the microcomputer disposed apart from the generator and the switch means; and a control signal of the microcomputer is transmitted to the generator via the signal line. Switch means ON/OFF
A power generation control device for a vehicle generator, characterized in that the amount of current flowing through the excitation coil is controlled so that the output of the armature coil matches the target value.