JPH0494437A - Idling speed controller - Google Patents

Abstract

PURPOSE:To decrease fuel consumption by detecting a condition of a battery, and setting a specified idling rotational speed for every condition of the battery detected. CONSTITUTION:A condition of a battery 1 is detected, and a idling rotational speed of an engine 2 is set in response to the condition of the battery 1. When the battery 1 is discharged and its capacity is decreased by a specified quantity, the idling rotational speed is increased, and a discharge quantity of the battery 1 is decreased. When discharged current of the battery 1 is at a specified value or more, or when the voltage of the battery 1 is at a specified value or less, it is increased from the idling rotational speed of each battery 1 so as to decrease the discharge quantity of the battery 1. The idling rotational speed is controlled at a low level, and fuel consumption for driving in town and the like can be decreased.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an idle speed control device that controls the idle speed of an engine according to the state of an on-vehicle battery.

[Conventional technology]

In recent years, engine speed control devices have been controlling the idle speed of the engine to a low level in order to improve fuel efficiency. However, if the idle speed is kept low, the maximum output of the generator that can be obtained by the idle speed decreases, and the power required by the electrical load may not be enough, and the shortfall will be supplied from the battery. There is a problem that if you continue to do so, the battery will run out.

Therefore, when a predetermined electrical load is applied, the idle speed is increased by a predetermined amount to increase the amount of power generated by the generator, and the generator supplies the necessary current to the electrical load.
Consideration has been given to creating a structure in which the battery is charged and its terminal voltage is controlled to a predetermined voltage to prevent the battery from running out.

[Problem to be solved by the invention a] However, considering that even if the battery voltage is below a predetermined value, the battery will not run out unless the battery is discharged to a certain extent, if the engine speed is low and the generator is During idling, when it is difficult to obtain output, instead of increasing the idling speed to increase the output of the generator to charge the battery, the battery is discharged to a certain extent during idling, and then it enters running mode and the engine revs. It is thought that further improvement in fuel efficiency can be achieved by configuring a configuration in which the battery discharged during idling is charged and recovered when the number increases and the generator can obtain sufficient output.

Therefore, the present invention aims to further improve fuel efficiency based on the above-mentioned idea.

[Means for Solving the Problems] In order to achieve the above object, the idle speed control device of the present invention detects the battery condition, and depending on the battery condition,
The configuration is such that the idle speed of the engine is set.

Then, it is preferable to detect the state of the battery by dividing it into a plurality of states depending on its capacity, and to set a predetermined idle rotation speed for each state. The idle speed is divided into two states, and when the condition is good, the idle speed is set to the first idle speed, and when the condition is bad, the idle speed is set to the second idle speed, which is higher than the first idle speed, and the second idle speed is set to the second idle speed. If the battery is discharged by a predetermined amount while the engine is being driven at a second idle speed, the idle speed may be increased from the second idle speed.

Furthermore, when the discharge current of the battery is greater than or equal to the set value, or when the battery voltage is less than or equal to the set value, it is preferable to increase the idle rotation speed from the idle rotation speed in each battery state.

The idle speed setting means always starts idling operation of the vehicle at the minimum first idle speed,
It is preferable that the idle rotation speed is increased from the first idle rotation speed depending on the state of the battery after the start of the idling operation.

[Effect]

As mentioned above, the vehicle always performs idling operation at an idling speed depending on the state of the battery.

When the battery is discharged and its capacity is reduced by a predetermined amount, the idle rotation speed is increased and the amount of discharge of the battery is reduced.

Further, when the discharge current of the battery is above a predetermined value or when the battery voltage is below a predetermined value, the rotation speed is increased from the idle rotation speed of each battery state, and the amount of discharge of the battery is reduced.

Furthermore, in a configuration in which the idling operation is always started at the first minimum idle rotation speed, the idle rotation speed is increased according to the state of the battery after the idling operation is started.

〔Effect of the invention〕

As described above, in the idle speed control means of the present invention, in order to set the idle speed according to the battery condition,
The idle speed can be controlled to be as low as possible, improving fuel efficiency when driving around town.

In addition, if an electrical load is turned on and the amount of power generated by the generator at this predetermined idle speed is insufficient for the power required by this electrical load, the idle speed is immediately reduced to one kidney to cope with this. Since the current is supplied from the battery to the electric load to maintain the idle speed at a low state until the battery power decreases by a predetermined amount without increasing the power generation amount of the generator, fuel efficiency can be further improved.

When the capacity of the battery decreases by a predetermined amount due to discharge, the idle rotation speed is increased to reliably prevent the battery from dying.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle charging control device using an idle speed control device of the present invention will be described below with reference to the drawings.

In FIG. 1, 1 is an onboard battery, 2 is an engine for driving the vehicle, 3 is a starter for starting the engine, and 4 is a starter switch for starting the starter.As is well known, when the starter switch 4 is turned on, the battery 1 is By supplying electric power to the starter, the starter 3 rotates and the engine 2 starts.

5 is a generator driven by the engine 2 via a heald and a pulley (not shown), which charges the battery 1 and supplies electric power to an electric load 8 such as a lamp, a blower motor, and a defogger; 6 is a charging/discharging current of the battery 1; 7 is a temperature detector that detects the temperature of the battery 1; 9 is a temperature detector that detects the state of the engine 2, the voltage, current, and temperature of the battery 1, and detects the rotation speed of the engine 2, the generator 5
This is a control circuit that controls the power generation of the battery, and also detects the battery life and displays it on the display 10.

The control within the control circuit 9 will be described below in the order of (1) battery state (capacity) detection, (n) generator control, (III) idle rotation speed control, and (IV) dead battery alarm.

(1) Battery type B (capacity) detection Below, the electric circuit diagram in the control circuit 9 shown in FIG.
This will be explained based on the flowchart shown in the figure.

First, in step 20, turn on the starter switch 4,
Start starter 3. Next, in step 30, the discharge characteristics at the time of starting the starter are measured, which will be explained with reference to FIG. The discharge current I,1 of the battery 1 detected by the current detector 6 is detected by the current detector 9 in step 302.
a, and the discharge current 111 is read in step 303.
1 becomes 100 (A) or more, confirm that the starter 3 starts.

When it is confirmed that the starter 3 has started, noise is generated due to the rapid flow of a large current immediately after the starter 3 starts, so in order to avoid being affected by this noise, the starter is not started in step 303. After detection, wait in step 304 (for example, 50 hms), step 305
The IT current detection unit 9a detects the discharge current 1 of the battery 1 at
Load 1.

Then, in step 306, the discharge current 1111 read in step 305 is changed from 60 (A) to 250 (A).
), it is detected that the starter 3 is in operation, and in step 307, the voltage Vl11 of the battery 1 is read by the voltage detecting section 9c. Here, the range of the above-mentioned discharge current is 60 (A) for the starter 3 when the starter 3 is operating and the engine has not started yet.
It is set based on the judgment that a current of ~250 (A) will flow, and there is no need to specifically limit it to this range.

Next, in step 30B, the discharge characteristic calculation section 9e, which constitutes the first battery capacity detection means, calculates the above-mentioned battery 1.
The discharge current I□, voltage Vll, and time t are stored.

Step 309 is performed when 3 (s) have passed after starting the starter (normally, this value is set a little considering that not even 1 [s] is required from starting the starter to starting the engine). If the operation is to be stopped and 3 [S] have not elapsed since the starter was started, the process returns to step 305 again.

At this time, the operation of steps 305 to 309 described above, that is, the discharge current I□ and the voltage ■□ during starter operation.
The reading and memorization of is repeated at 25 (ms) intervals, and the discharge tft flow I□ and voltage V corresponding to the time t at that time are
Store l11. Please note that these data are always updated
Stores 0 data.

Then, in step 306, when the discharge current becomes 60 [A] or less and starting of the engine is detected, step 3
The operations except step 07 and step 308 are repeated, and the process moves from step 309 to step 310 after 3 [s] have elapsed from the start of the starter.

In step 310, from the data stored in step 308, the battery discharge current I□, the voltage ■□, and the maximum value of time t ■0.1, V1m□, and t, □ are calculated, and the step 311, on the contrary, the minimum value I l+ein
, V mwain and T-s! Calculate a.

Based on these, in step 312, the horizontal axis is set as the discharge current and the vertical axis as the voltage, and step 310,
Plot the discharge current, maximum value, and minimum value of the voltage calculated in step 311, and draw a characteristic diagram connecting them with a straight line.
) is the first capacitance detection voltage Vildl,
Further, the time from the start of the starter to the detection of the voltage ■□□ is determined by averaging the data of the 10 times t stored in step 308, and taking this as the capacity detection time t.

However, the discharge current for determining the first capacitance detection voltage Vlldl does not need to be particularly limited to 150 (A).

Next, the first capacitance detection voltage ■□1 is corrected as shown in FIG. 9 for the following reason.

When the battery 1 is discharged, the battery voltage decreases over time and reaches a stable voltage value about 5 seconds after the start of discharging.On the other hand, starting the engine 2 by driving the starter 3 normally occurs as described above. This is the measured value of the voltage of the battery 1 when the starter is being driven, that is, the first capacity detection voltage 1 measured as described above.

shows a value higher than the voltage when stable.

Therefore, the relationship between the discharge time and voltage of the battery characteristics is determined in advance, and in step 402, the first capacity detection voltage V Discrepancy ΔV from the stable value obtained later
is corrected by subtracting it from the first capacitance detection voltage Vldl.

By correcting in this way, battery 1 becomes 150 (A)
A more accurate voltage of the battery 1 during discharging can be obtained, and this is used as the second capacity detection current 2.

Furthermore, since the battery voltage has temperature characteristics, in step 403, the battery temperature T8 detected by the battery temperature detector 7 is input to the battery temperature detection section 9b, and in step 404, the battery temperature T, 6 depending on
, correct the second capacitance detection voltage V□a. With this correction, it is possible to obtain a more accurate voltage of the battery 1,
This is defined as the third capacitance detection voltage V*d3.

Next, in step 405, this third capacitance detection voltage ■
. 6. The battery capacity Vl at the time of starter operation is determined from this, which will be explained below.

Figure 4 shows the relationship between battery voltage and battery capacity when battery 1 is new and discharged at a predetermined current for a predetermined time and there is no stratification of the battery liquid specific gravity or occurrence of polarization immediately after charging. The solid line indicates the characteristics that indicate .

From the figure, it can be seen that when the battery capacity is small, the battery voltage is small. This characteristic is stored in the discharge characteristic calculating section 9e.

Based on this characteristic diagram, in step 405, the third capacitance detection voltage ■ is determined as described above. Using this, the capacity of the battery 1 (hereinafter referred to as the first battery capacity) vi when the starter is activated is determined.

Here, assuming that the previous run was the first run, the current integrating unit 9d integrates the charging/discharging current of the battery l since the start of the engine, which has been detected by the current detector 6 and read into the current detecting unit 9a. By adding this integrated value to the first battery capacity VI, the battery capacity monitor section 9g, which constitutes the second battery capacity detection means,
Detects the battery capacity Vl. Then, the final value of the second battery capacity VI, that is, the value at the end of the run, is
The third battery capacity is stored in the battery capacity monitor section 9g, which also serves as a storage means.

In the current run, in step 50 in FIG. 3, the battery capacity monitor section 9g reads out the third battery storage (-F) at the end of the previous run, which is stored by the battery capacity monitor section 9g.

Then, in step 60, the battery capacity monitor section 9g, which also serves as a third battery capacity detection means, detects the first
, third battery capacities IVI, , VI, and set the smaller value as the fourth battery capacity V1. shall be.

Normally, if the battery 1 is in good condition, the first and third battery capacities are approximately equal, and therefore either of the first and third battery capacities may be adopted (7 may be used).

However, since the following cases occur, the smaller of the first and third battery capacities VW, , Vl is used,
The reason for this will be explained below.

First, the first battery capacity V I l is larger than the third battery capacity VI by a predetermined value.

This may cause stratification of battery fluid specific gravity or immediately after charging.
An increase in the concentration of battery fluid near the electrodes (hereinafter referred to as
(called polarization), it exhibits the characteristic shown by the broken line in FIG.
．． is required to be larger than the true capacity.

Therefore, in this case, the second battery capacity VI.

is determined to be close to the true battery capacity, and is set as the third battery capacity VI.

The second case is that the third battery capacity V13 is larger than the first battery capacity IVI by a predetermined value.

As shown in Figure 5, the capacity of battery 1 is the actual capacity (10
Below 180C% of the capacity in the 0% state of charge, the charging efficiency (rate of increase in capacity with respect to charging NN flow) is approximately 100%; however, when the capacity of battery 1 is approximately 80% or more of the actual capacity In Gatsusing (charging a battery, the voltage of the electrode increases as the capacity increases, and when it rises above a predetermined value, the water in the battery liquid is electrolyzed by the charging flow). The charging efficiency of the battery varies depending on the capacity of the battery, such that the charging efficiency gradually decreases due to the following:

In other words, if the battery is charged and its capacity becomes approximately 80% or more of its actual capacity and continues to be charged, the charging current used for gassing will be integrated as being used to charge the battery. This is because the third battery capacity VI is required to be larger than the true capacity. Furthermore, when the battery is deteriorated, the charging efficiency decreases faster as shown by the broken line, so the third battery capacity VLO at the time of deterioration is required to be thicker (required) than when it is new. , in this case, the first battery capacity Vl is determined to be close to the true battery capacity, and is set as the fourth battery capacity V Ia.

In addition, in contrast to the above-mentioned stratification, since gas bubbles are generated from the electrodes and the battery fluid is stirred by the gas bubbles, stratification and gash are difficult to occur at the same time. Therefore, since both the first and third battery capacities do not increase, the accurate capacity can be determined by adopting the smaller value as described above.

(n) In the generator control step 70, the target value (upper limit capacity) of the capacity of the battery 1 during driving is determined by the fourth battery capacity ■I4.
Determine V I o.

For example, if the first battery capacity Vl is larger than the third battery capacity V13, the fourth battery capacity V1. The third battery capacity ■■ is adopted as
The upper limit capacity Vl is set as V Io =V 13 +A. Here, A (Ah) is a constant, and as shown in FIG. 7, the capacity of battery 1 is divided into four zones (fully charged,
When divided into good, bad, dangerous), the fourth battery capacity V
This value is determined depending on which zone I4 is in, and is shown in Table 1 below.

Table 1 On the other hand, if the second battery capacity Vl is larger than the first battery capacity VI, the first battery capacity V I + is adopted as the third battery capacity VT3, but in this case, as described above, It is thought that a large amount of current was used for gassing, and to compensate for this, the upper p
[VI. Determine.

Vl, = VI, +A-B B is a correction value, B = a (VI s V I r ) where α is,
This is a coefficient set based on experience, and α=0.8.

Then, in step 80, the charging/discharging current Il of the battery 1 during running is determined! , Voltage■. Then, the temperature T0 is read, and based on this, in step 90, the charging/discharging current I0 is integrated by the current integration unit 9d, and in addition to the fourth battery capacity V14 obtained in step 60, the current battery capacity while driving is calculated. , the aforementioned second battery capacity Vl, are determined and stored in the battery capacity monitor section 9g. In other words, the second battery capacity VI, which changes moment by moment, is constantly detected.

Next, in step 100, the charging and discharging flow of the battery 1 is 1 mts and 74 pressures. , temperature T1□, second battery capacity Vl, , upper limit capacity Vl. The generator 5 is controlled based on the information of the engine 2 and the information of the engine 2, as shown in Table 2 below.
This will be explained based on Table 4.

Table 2 (margins below) Table 3 Here, Table 2 is a table showing the state of battery 1 (charging state) and the control charging current 1sc to battery 1 according to the vehicle mode, and Table 3 is the state of battery 1 and battery temperature. Table 4 is a table showing the control voltage VIC of the battery 1 according to the vehicle mode, and Table 4 is a table showing setting changes of the control voltage VIC in Table 1 above according to the vehicle mode.

First, control of the charging current I0 to the battery 1 will be explained. FIG. 10 shows the generator 5 and the power generation control section 9f in more detail, and the generator 5 has an armature winding 5a.
, a field winding 5b, and a full-wave rectifier 5c.

The power generation control unit 9f includes a transistor 9f9 that controls the flow II of the field winding 5b, a conductivity control circuit 9f3 that controls the conductivity of the flywheel diode 9ft connected to both ends of the field winding 5b, and the transistor 9f. , a control light current determining circuit 9f4 that determines the control charging current 11C, and a control voltage determining circuit 9f that determines the control voltage VIC.

Next, regarding the conductivity control circuit 9f, ■ during normal running,
■Each explanation will be made separately for idling operation.

■ During normal driving The process will be explained below according to the flowchart shown in FIG.

In step 100b, the charging current I0 to the battery 1 is detected, and this charging current 112 is compared with the control light iit current Inc determined by the control charging current determining circuit 9f. and charging/discharging current I. is larger, in step 100c, the currently stored transistor 9
ONN time of ft. 8 by Δβ2. here,
If the control charging current 11C is larger, step 1
At 00d, the currently stored ON/OFF time of the transistor 9f. , is increased by Δβ.

Next, in step 100e, the voltage ■I of the battery 1 is detected, and the voltage ■1 of the battery I and the control? It is compared with the control mlt pressure VIC determined by the il voltage determining circuit 9f5. Then, only when the voltage ■I of the battery 1 is larger, the second battery capacity Vlz becomes the upper limit capacity V I o
Even if it has not reached the ON time of transistor 9f in step 100f. N is set to 0 to stop the generator 50 from generating power to prevent overcharging of the battery 1 or to prevent the battery 1 from being overcharged.
This prevents problems with the electrical load caused by the voltage becoming too high.

On the other hand, the voltage of battery 1 is ■. is smaller, at step 100g, the previous step 100C or 100
The time T determined by d. N conducts transistor 9f.

Then, after detecting in step 100h that the calculation period of 10 (ms) has elapsed, the process returns to step 100a. In other words, the ON time is a certain period (Δβ1 or Δβ2)
The increase or decrease is repeated for each Looms), and the Il charge flow Lc (predetermined current) is controlled at a predetermined speed.
The charging current of battery 1 is adjusted so that it approaches . (
The control up to this point is performed by the battery current adjustment means and is shown as being included in the control by the conductivity control circuit 9fz. ) Here, the fourth battery capacity V1. is in the good zone in FIG. 7, the upper limit capacity V1. is table 1
, it is set to VL +5 (Ah). It is assumed that this upper limit capacity Vlo is also within the good zone.

At this time, the second battery capacity V1. is in good condition, the control charging current determining circuit 9f sets the control charging current to 5 [A] as shown in Table 2, and the control voltage determining circuit 9fs sets the control wit pressure LC as shown in Table 3. The temperature T of the battery 1 is set according to ffi. Then, the battery is controlled to be always charged with a controlled charging current of 5 [A].

The battery 1 is charged by the control charging current Lc and begins to increase, reaching the upper limit capacity VI. When reaching , the control light 1 current 1
．． c and the control voltage VIIIC are the control charging current determining circuit 9f and the control voltage determining circuit 9f.

Therefore, the control charging current 1mc=O(Al1, control voltage vmc=1
2.8 (V), stops charging the battery 1, and stops increasing the second battery capacity VI.

Since the battery 1 is not charged after that, when it is discharged and the second battery capacity -Vl decreases by a predetermined value from the upper limit capacity Vlo, the control charging current 111C and the control voltage IIC are changed according to the state of the battery 1 at that time. Set. In this example, as described above, the upper limit capacity V1. Since it is assumed that the current I − is in the good zone, the control light 1 has a current I −
c=s(A), control voltage Vmc=14.0(V)
C setting and start charging the bar/Te'J1 again.
The second battery capacity VI is restored. After that, the above-mentioned state is repeatedly controlled.

Also, during the above control, when the electric load 8 is large and the second battery capacity V1. If it is in the good zone, charging of the battery 1 is stopped and the tungsten water from the generator 5 is supplied only to the electric load 8, thereby reducing the amount of power generated by the generator 5. Then, load control is performed in which the idle speed of the engine 2 is lowered in accordance with the decreased amount to improve fuel efficiency. At that time, the battery 1 is gradually discharged and the second battery capacity V1. When decreases by a predetermined amount,
Release the load control and charge the battery 1 again.

In addition, in contrast to the above control (7), if only the upper limit capacity VIo is in the full charge zone, the control in the good zone is performed until the second battery capacity ■h reaches the upper limit capacity ■1. When the second battery capacity VlA decreases by a predetermined value after reaching , the control light t in the full charge zone
II style Io. and control voltage ■1:. Since this control is a control that does not charge the battery 1, when the battery 1 is reduced to the good zone due to discharge, the control is changed to the good zone, and charging is performed under the control in the good zone until the upper limit capacity Vl is reached.

Further, the load control is performed only when the second battery capacity ■I□ during use is within the full charge zone and the good zone.

■When idling (the engine is running at a specified speed, e.g. 1500)
(When rpm is 3 or less) Second battery capacity V1. When the electric load 8 is turned on while the engine 2 is outside the danger zone and the engine 2 is idle, the electric current from the generator 5 or the electric current from the battery 1 is supplied to the electric load 8. Therefore,
The charging current to the battery 1 suddenly decreases, or the discharging current flows from the battery 1.

A current detector 6 detects these sudden changes in the current of the battery 1.

Conversely, when the engine 2 is idling, the electric load 8 is applied.Jt! (For example, when the DUTY of the field current applied to the field winding 5b is 80% or more), when this electrical load 8 is cut off, the generator 5 supplies electricity to the cut off electrical load 8. Since the i current that was previously being supplied to the battery 1 is temporarily supplied to the battery 1, the charging current increases rapidly.

By detecting this sudden increase in the charging current with the current detector 6, a sudden decrease in the large electric load 8 is detected.

As mentioned above, control when the load suddenly increases or decreases (hereinafter referred to as
Load 2 (referred to as variable control) will be explained according to the flowchart in FIG.

First, in step 100j, it is detected whether or not sudden load change control is currently in progress.
Since it was cleared when you got N, the next step is 100k.
The charging current or discharging current l11g of the battery 1 at
Detect the difference from control charging current ■1.

As mentioned above, these battery currents I. is the control light 1 at a predetermined speed! The current is controlled to be close to the current IIC, and even when the electrical load 8 is turned on or cut off, it is controlled at a predetermined speed, so the generator 5 does not respond immediately to changes in the electrical load, resulting in a time delay. Therefore, when the electrical load 8 increases, current is supplied from the battery 1 to the electrical load 8, and because the electrical load 8 decreases (in the case of 7, the charging current is supplied from the generator 5 to the battery), Current■
.

The difference between the control charging current I and the control charging current I increases.

Therefore, the discharging current is shown with a different sign from the charging current, and the absolute value of the difference between the current of the battery 1 and the control charging current llIc is the predetermined value ■. (For example, if it is smaller than 15 [A:l), it is determined that there is no sudden change in the load, and the normal control V is entered in step 1001. (As described above, the detection of the electrical load 8 is performed by the electrical load detection means, and in this embodiment, the electrical load detection means is included in the conductivity control circuit 9fi.) This normal control This control is the same as the control in the normal driving state described above, and a description thereof will be omitted.

Next, we will explain the case where the electrical load 8 suddenly changes.
From the normal control state, at step 100k, the absolute value of the difference between the charging current or discharging current I0 of the battery 1 and the control charging current flc is determined by the predetermined value 1. When it detects that it is larger than
At step 100n, sudden load change control is entered, and at that time, it is remembered that sudden load change control is being performed. Step 1
At 00o, the current ■ of the battery 1 calculated in the previous step 100k. For example, if the sign of the charging current is (E), then I□1ic<O
It is determined that the electrical load 8 has suddenly increased at the time of , and step Loo is executed.
ON time T of transistor 9f at p. N is increased by Δαl, which is smaller than Δβ during normal driving. Furthermore, at this time, as shown in Table 2, the control charging current IDC is set to 30 (A).
and set the control voltage VIC to 0°5(
[2] Set to increase the amount of charge to the battery 1.

Here, when In21BC>0, the electrical load 8 suddenly decreases I
-,, ノ;: 2 is determined, and the ON time T of the transistor 9f is determined in step 100q. N is Δβ2 during normal driving
The smaller Δα, the less.

After that, in step 100r, as in the control during normal driving, the voltage '%' 8W of the battery] is compared with the control voltage ■lC2, and only when the voltage V of the battery 1 is larger, the generator 5 generates electricity. stop. Then, after 10 [ms] have elapsed, the process returns to step 100i.

Next, since it is remembered that load sudden change control is in progress at the previous calculation, the process moves to step 100m in step 100j, and the charging current of battery 1 is 18N and the control charging current is 1. Compare with. If both values are the same, it is determined that the charging current has gradually increased or decreased due to sudden load change control and then reached the control charging current 111C, and step 100
At I, normal control is entered, and at that time, the fact that normal control is in progress is memorized. In the ratio comparison between the charging current 1112 of the battery 1 and the control charging current I +ic at step 100m, if the two are not equal, the sudden load change control is entered again at step 100n. In step 100m, normal control may be entered when the absolute value of the difference between the charging current I0 of the battery 1 and the control charging current 11IC is a predetermined value.

- As mentioned above, if the electric load 8 is turned on during idling, this is reliably detected, and from this point on, the field current is gradually increased to gradually increase the power generation amount of the generator 5, and the engine 2 By preventing a sudden increase in the load on the engine 2, it is possible to prevent problems such as engine stalling caused by a sudden increase in the load on the engine 2.

Conversely, if the electrical load 8 is cut off during idle, this is reliably detected, and from this point on, the power generation amount of the generator 5 is gradually reduced, and during that time, the charging current to the battery 1 is increased, and the engine By preventing the load on the engine 2 from suddenly decreasing, it is possible to prevent problems such as an increase in the rotational speed that would occur due to a sudden decrease in the load on the engine 2.

Here, if the electric load 8 is turned on when the DUTY of the field current flowing through the field winding 5b of the generator 5 is 90% or more, the field Ti! There is no need to gradually increase the L current.

(■) Idle speed control The engine control section 9j serving as idle speed setting means controls the idle speed.
This will be explained using flowchart +-] in Figure 3.

First, in step 1001, it is determined whether the vehicle is in an idle state. As mentioned above, the engine speed is 1500
(The idle state is when the rpm is 3 or less, but as described later, in the present invention, the idle speed is set to 550 (
Since it is controlled in the range of 1000 [rpm) to 1000 [rpm], if it is 1000 [rpm] or more, 1500 [rpm]
, ), and it is sufficient to set it to a value north of the maximum idle rotation speed.

If it is not in the idle state, in step 1010, the idle rotation speed (hereinafter referred to as idle target rotation speed) is set to the minimum first idle target rotation speed N, (for example, 550 [rpm]
)).

If it is in the idle state, then the state of battery 1 is determined, and if the battery is in a good condition or better, there is a low possibility that the battery will die even if the battery continues to be discharged to some extent. The target rotation speed is fixed at the first idle target rotation speed N.

If the engine is in a defective state, if the engine idle target speed is left at the first idle target speed N as described above, the battery 1 will continue to discharge, increasing the possibility that the battery will die. The target rotation speed is set to a second idle target rotation speed N that is larger than the first idle rotation speed.
t (for example, 600 (rpm)), and the reason for this will be explained below.

Generally, fans for engine cooling, air conditioners and
If electrical loads such as brake lights are applied while the vehicle is stopped, the total current supplied to these electrical loads will be about 30 (A).

On the other hand, the maximum output that can be generated by the generator 5 when the engine is driven at the second idle target rotation speed N2 is also about 30 (A). Therefore, by setting the idle target rotation speed to the second idle target rotation speed, it is not possible to charge the battery and recover the state.
Since the idle speed is kept low, fuel efficiency can be improved.

Then, while the engine is being driven at the second idle target rotation speed N2, another electrical load is applied in addition to the above,
Since the maximum output of the generator 5 remains at 30 (A) as described above, current is supplied from the battery l to the electrical load, and the battery reaches a predetermined amount (hereinafter referred to as the first allowable amount) α (for example, 0
．． 4 [Ah] and is set based on the fact that the battery will not run out with this level of discharge). The target rotational speed N is increased to (for example, 700 [rpm]), and the reason for this will be explained below.

For example, if the other electric load mentioned above requires a current of 20 (A), the total voltage supplied to the electric load will be 50 [A:], and the maximum output of the generator 5 as described above. is 30 (A), so from battery 1 it is 20 (A)
current is brought out.

At this time, for example, if you are waiting at a traffic light and this state continues for one minute, the amount of battery discharge will be approximately 0.3 (
Ah), which is less than the first allowable amount 0.4 (Ah), so the battery condition worsens, but by reducing the target idle rotation speed by that much, it is possible to further improve fuel efficiency.On the other hand, as mentioned above, When the battery 1 continues to be supplied with a current of 50 (A) to the electric load as shown in FIG. N.

The maximum output of the generator 5 is increased to decrease the discharge amount of the battery 1.

Here, the control JBfc flowchart in the idle state described above is as follows.

First, in step 1002, the above-mentioned second battery container lid V is opened.
1. If it is not in a bad state, it is determined in the next step 1004 whether or not it is in a dangerous zone, and if it is not in a dangerous zone, it is determined that it is above the good zone and the number to the first idle rotation speed N
, and keep it fixed as .

If it is determined in the previous step 1002 that the battery is in the defective zone, it is determined in step 1003 whether the discharge amount of the battery 1 during the current idle period is equal to or greater than the first allowable amount 0.4 (Ah). . If the discharge amount of the battery 1 exceeds the first allowable amount of 0.4 [Ah], in step 1006 the idle target rotation speed is changed to the first idle target rotation speed N,
The engine speed is gradually increased from the target idle speed N2 to the second target idle speed N2.

If the battery discharge amount is equal to or greater than the first allowable amount 0.4 (Ah), in step 1007 the idle target rotation speed is set to the second allowable amount.
a third idle rotation speed N, which is greater than the idle rotation speed of
gradually increases.

Next, control in a dangerous state will be described below using the same concept as the control in a defective state described above.

When the battery 1 is in a dangerous state, the target idle rotation speed is increased to a fourth target idle rotation speed N4 (for example, 800 [rpm]) that is larger than the third target idle rotation speed N3. Further, when the engine is being driven at this fourth idle speed N4, the battery 1 has a second allowable amount β (for example, 0.4 (Ah)) which is smaller than the first allowable amount 0.4 (Ah).
1 [Ah)), the idle target rotation speed is set to a fifth idle target rotation speed N5 (for example, 900 [rpm, )] which is larger than the fourth idle target rotation speed N4.

This control is shown in a flowchart as follows.

If it is determined in step 1004 that the battery capacity is in the danger zone, then in step 1005 the discharge amount of battery 1 during the current idle period is set to a second allowable amount of 0.1.
If it is not above [Ah], the idle target rotation speed is gradually increased to the fourth idle target rotation speed N4 in step 1008.

If the second allowable amount βi:Ah) or more, step 10
At step 09, the idle target rotation speed is gradually increased to the fifth idle target rotation speed N5, and the discharge amount of the battery 1 is controlled to be equal to or less than the second allowable amount 0.1 [Ah].

Furthermore, the battery discharge current detected by the current detector 6 during the idle period is set to a set value (for example, 50 (A)).
or above, or when the battery voltage detected by the battery voltage detection section 9c is below the set value (for example, 11 [■]),
The idle target rotation speed N, -NS in Fig. 13 is further increased by 10
100 (increase in rp increments to prevent the battery from draining.

In addition, the calculation cycle of the above-mentioned flowchart is set to 10 (
ms and 1, and the idle rotation speed is controlled according to the constantly changing state of the battery 1 during idle.

As mentioned above, a predetermined amount of current is discharged from the battery 1 in order to improve fuel efficiency when the vehicle is idling, but this amount of discharge is limited to when the vehicle is in a running state and the battery 1 is discharged again when the engine speed is high during running. It is recovered by charging the battery.

(TV) Dead Battery Alarm Next, in step 110 shown in FIG. 3, if the second battery capacity VI becomes less than the set value of the danger zone, the alarm unit 9i issues a warning that the battery is dead.

Further, in step 60, the second battery capacity VI
In contrast, the first battery capacity 11VI.

is small and the difference is large, the charging current during driving ■
, A is used for gassing, and the battery 1 is not being charged, that is, the battery 1 is at the end of its life, and the alarm section 9i outputs a signal to the alarm 10 to issue an alarm.

Then, as described above (while the vehicle is running or idling), (I) battery status (condition M) detection to (■) battery dead alarm control is performed, and when it is determined that the key switch has been turned off in step 120, At step 130,
The last value of the second battery capacity V12 is stored as the third battery capacity VI3 in the pan rally capacity monitor section 9g in preparation for the next run.

As described above, in the embodiment of the device of the present invention, when transitioning from the running state to the idling state, the initial idle speed starts from the lowest first target idle speed N, and the battery capacity increases. When the battery condition is low (the battery condition is deteriorating), the target rotation speed is set to the first or second idle target rotation speed in order to increase the power generation amount of the generator 5 and prevent the battery from running out.

Since these first, second, and third idle speeds are kept as low as possible, fuel efficiency can be improved.

Furthermore, if the battery 1 continues to be discharged even after changing the setting of the idle target rotation speed, the idle target rotation speed may be kept low without being increased until the discharge amount reaches the first or second allowable amount. This can further improve fuel efficiency.

In the above embodiment, the idling operation is always started at the first idle speed, but for example, if the battery condition during driving is in a bad state and the idling operation is continued, the second Even if the idling operation is started at an idle rotation speed according to the state of the battery, such as starting the idling operation at an idle rotation speed of , the same effect as in the above embodiment can be obtained.

[Brief explanation of drawings]

FIG. 1 is an electric circuit diagram showing an embodiment of a vehicle charging control device using the idle speed control device of the present invention, FIG. 2 is an electric circuit diagram showing main parts of the control circuit of the above embodiment, and FIG. The figure is a flowchart showing the control in the control circuit in the above embodiment, Figure 4 is a characteristic diagram showing the characteristics of battery voltage with respect to battery capacity when the battery is discharged, and Figure 5 is a characteristic diagram of the battery voltage when the battery is charged. A characteristic diagram showing the characteristics of charging efficiency with respect to capacity. Fig. 6 is a characteristic diagram showing the integrated amount of battery charging current with respect to battery capacity when charging the battery. Fig. 7 shows the battery state depending on its capacity.
8 is a flowchart showing step 30 in FIG. 3 in detail; FIG. 9 is a flowchart showing step 40 in FIG. 3 in detail;
Figure 0 is an electrical circuit diagram showing details of the generator 5 in Figure 1 and the power generation control section in Figure 2, Figure 11 is a flowchart showing control by the conductivity control circuit during normal running, and Figure 12 is at idle. FIG. 13 is a flowchart showing the control by the conductivity control circuit. FIG. 13 is a flowchart showing the idle speed control in the engine control section. 1...Battery, 2...Engine, 3...Starter. 4... Starter switch, 5... Generator, 6...
Current detector, 7... Temperature detector, 9... Control circuit. Battery Capacity Figure 4 Figure 5

Claims (5)

[Claims] (1) Battery charged by vehicle generator (5) (
1), and a battery state detection means (
9g); and idle rotation speed setting means (9i) for setting the idle rotation speed of the engine according to the state of the battery detected by the battery state detection means. (2) Battery charged by vehicle generator (5) (
1), a battery state detection means (9g) that detects the capacity of the battery and divides the battery into a plurality of states depending on the capacity; An idle speed control device comprising: idle speed setting means (9i) for setting a predetermined idle speed. (3) Battery charged by vehicle generator (5) (
1), a battery condition detecting means (9g) that detects the capacity of the battery and detects whether the battery is in a good state or a bad state depending on the capacity; and a battery condition detected by the battery condition detecting means is good. setting the idle rotation speed to a minimum first idle rotation speed when the battery is in a bad state, and setting the idle rotation speed to a second idle rotation speed larger than the first idle rotation speed when the battery is in a bad state; , idle rotation speed setting means (9i) for increasing the idle rotation speed from the second idle rotation speed if the battery is discharged by a predetermined amount while the engine is being driven at the second idle rotation speed; An idle speed control device comprising: (4) Battery charged by vehicle generator (5) (
1), and battery voltage detection means (
9c), and battery current detection means (
6), a battery state detection means (9g) that detects the capacity of the battery and divides the battery into a plurality of states depending on the capacity; and for each state of the battery detected by the battery state detection means. In addition to setting a predetermined idle rotation speed, when the battery voltage detected by the battery voltage detection means is below the set value, or when the battery discharge current detected by the battery current detection means is above the set value, each of the above-mentioned An idle rotation speed control device comprising: idle rotation speed setting means (9i) for increasing the idle rotation speed by a predetermined value from the current idle rotation speed. (5) The idling speed of the vehicle is always started at a minimum first idling speed, and the idling speed is increased from the first idling speed depending on the state of the battery after the start of idling. Claim (1)
, (2), (3) or (4).