JPH05103432A - Power generation control system - Google Patents

Abstract

PURPOSE:To control a power source and a generator with the state of a power storing device taken into consideration by providing in the system a field magnetic current control device which controls the stage of the power storing device and the generator, a device for detecting discharging current of the power storing device, and a device for detecting the reorientation state continua tion time of the power storing device. CONSTITUTION:An internal combustion engine controller 8 uses, as inputs for judging the state of a vehicle, parameters 2 of the internal combustion engine including a pulse output 'n' which is generated every specified rotation angle of a crank shaft, a water temperature of the engine Tw, the opening of a throttle Q, and an engine intake air quantity theta. Under these conditions, the controller 8 detects the load state of an air conditioner, the start-up of a vehicle, the running state of the vehicle, and the electric load and then decides the state of the engine load. After that, it sets the generating voltage of a vehicle-mounted generator 3 which is optimum for the state of the vehicle. These processes are calculated in the internal combustion engine controlling device 8 and a control pulse P to correspond to a target generating voltage is output to a field magnetic current control device 5.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a charging system for a vehicle, a ship or the like having a power source (for example, an internal combustion engine), and more particularly to a power generation control system driven by the power source to generate power.

[0002]

2. Description of the Related Art Conventionally, control of a generator mounted on, for example, an automobile and driven to rotate by its internal combustion engine to generate electric power is generally performed by intermittently controlling a field current by a control device called a so-called IC regulator. Was done by. This IC regulator detects the output voltage of the battery charged by the output of the generator, and supplies a field current to generate power when this falls below a specified value, while
When the value exceeds a predetermined value, the field current is shut off and power generation is stopped.

Further, according to Japanese Patent Laid-Open No. 60-16195, a micro computer is used to comprehensively and satisfactorily control not only the battery output but also the power generation operation of the generator in accordance with the state of the engine and the state of the electric load. There is known a control device for an on-vehicle generator that controls a field current of the generator by using a controller. In this control device, as is apparent from the electric circuit shown in FIG. 2, the control device including a microcomputer is a driving parameter for an internal combustion engine including an air conditioner, a sensor for detecting the turning on of a headlamp, and the like. To detect the operating condition or electric load condition of the vehicle-mounted engine.
Then, the target voltage value of the regulator for controlling the power generation amount is switched, that is, the power generation amount of the vehicle-mounted generator is switched according to the detected engine operating state or electric load state.

[0004]

In the control device for a vehicle-mounted generator according to the above-mentioned conventional technique, particularly in the latter case, it is possible to comprehensively control the power generation operation by taking in the operating state of the engine and the electric load state. Therefore, better control is possible, but the optimum control for the engine is given priority. Therefore, as a method of controlling the power generation operation of the generator, simply switching the target voltage value of the regulator, even if the effect of improving the power performance and fuel efficiency of the internal combustion engine is sufficient. However, this does not give sufficient consideration to the state of charge of the battery and especially the life of the battery, and as a result, the life of the battery is shortened.

Therefore, in view of the problems in the prior art, it is an object of the present invention to provide a power generation control system for controlling the power source and the power generator in consideration of the state of the power storage means.

[0006]

In order to solve the above-mentioned problems, the above-mentioned generator and the power storage means which is charged by the generated electric power of the generator driven by the power source having another main drive target are controlled. In a power generation control system that controls a field current of the generator to control the generator and changes output power of the generator, based on a state of the power storage unit and an operating state of a power source. Further, it has a field current control means for controlling the generator, a means for detecting a discharge current of the power storage means, and a means for detecting a discharge state duration time of the power storage means.

[0007]

The field of the generator is controlled in order to control the generator and the power storage means charged by the generated electric power of the generator driven by the power source having the other main driving target, and to control the generator. In the power generation control system that controls the current to change the output power of the generator, the field current control means controls the generator based on the state of the power storage means and the operating state of the power source. To do. The means for detecting the discharge current detects the discharge current of the power storage means. The means for detecting the discharge state duration time detects the discharge state duration time of the power storage means. The field current control means is such a generator that the storage means is in a discharge state when the product of the detected value of the discharge current of the storage means and the discharge state duration of the storage means exceeds a predetermined value. Prohibit control of. Thus
The power generation voltage is changed while constantly monitoring the life deterioration factor of the power storage means.

That is, since the generated voltage is not changed only under the condition that the life of the electricity storage means is deteriorated, the life of the electricity storage means as usual is ensured while the effect of power performance and fuel consumption of the power source is sufficiently ensured. It becomes possible.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A power generation control system according to an embodiment of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 shows an example of the power generation control system according to the present invention. In this figure, an internal combustion engine control means 8 mounted on a vehicle is a crankshaft which is a parameter 2 of the internal combustion engine. predetermined rotational angle of 11 (for example, 1 degree) pulse output n out for each engine coolant temperature T _W, throttle opening Q _a, an engine intake air amount θ such a vehicle state determination input, air conditioning load condition from these conditions Detection of the engine load, detection of the starting state, detection of the running state of the vehicle, detection of the electric load, and determination of the state of the engine load. Then, the power generation voltage of the vehicle generator 3 that is optimal for the vehicle state is set. These processes are arithmetically processed in the internal combustion engine control means 8 and the control pulse P corresponding to the target generated voltage is output to the field current control means 5. The field current control means 5 which has received the control pulse P controls the battery voltage V _B to the target power generation voltage based on the control pulse P.

First, FIG. 2 shows the overall configuration of the power generation control system according to the present invention. In this figure, an internal combustion engine 1 mounted in a vehicle such as an automobile is
Output shaft that outputs rotational torque, that is, crankshaft 11
Is equipped with. Although not shown, the in-vehicle generator 3 is mechanically connected to the crankshaft 11 via a pulley or a belt. This on-vehicle generator 3 is similar to a conventional generator in that a rotor having a field winding 31 wound around its outer periphery and three-phase windings 32a, 32b, facing each other on the outer peripheral surface of the rotor.
And a stator wound with 32c, and
This rotor is rotationally driven in synchronization with the crankshaft of the internal combustion engine 1. In addition, the three-phase winding 32a of the generator 3,
A rectifier circuit 33 formed by connecting, for example, six diodes in series and parallel is connected to 32b and 32c so that the three-phase AC output of the generator is rectified and supplied to the vehicle battery 4 for charging. It is configured.

The vehicle-mounted generator 3 is connected to a power generation control device 5 that adjusts the output voltage while detecting the vehicle-mounted battery voltage V _B.

The power generation control device 5 comprises a power transistor TR connected in series to the field winding 31, a diode FD connected in parallel, and a control circuit 50 for controlling the power transistor TR. The control circuit 50 detects the voltage V _{B of the} battery 4 and compares it with an internal reference voltage VREF (described later). When V _B is larger than VREF, the duty applied to the power transistor TR is reduced to reduce the field current IF and reduce the generator current. To lower the output voltage and suppress power generation. When V _B is smaller than V REF, the reverse operation increases power generation. Here, the signal P from the outside of the generator is received by the C terminal, and the V of the signal P is changed by the duty of the signal P.
The REF is variable so that the generated voltage can be varied.

Further, similarly to a general vehicle, the internal combustion engine 1 mounted on the vehicle has its rotational torque transmitted to the drive wheels 6 via the transmission 2. In the example shown in FIG. 2, the internal combustion engine 1 is a so-called MPI (multi-cylinder fuel injection) type four-cylinder internal combustion engine, which is provided with four injectors 51 and a drive device 52 for each cylinder. The fuel supply amount is controlled. Further, an ignition plug 53 is attached to each cylinder of the internal combustion engine 1, and these sparks are generated by a high voltage for ignition which is distributed from a distributor 54 having a built-in ignition coil in the order of the ignition cylinders. Then, the fuel filled and compressed in each cylinder is exploded. And these injectors 5
1. The operation of the ignition plug 53 is a so-called engine control unit (ECU) which is a control device for an internal combustion engine.
Controlled by. Further, in FIG. 2, a fuel pump 71 for pressurizing the fuel and supplying the fuel to the injector 51 is sunk inside the fuel tank 7 for storing the fuel to be supplied to the internal combustion engine 1. The operation of 71 is also controlled by the ECU 8 via the fuel pump control device 72.

As described above, the above-mentioned E for controlling the internal combustion engine 1 is performed.
The CU8 is, for example, a micro computer as shown in the figure.
It is configured by using the
Central processing unit (CPU) 81 for performing various calculations, random access memory (RAM) 82 for temporarily storing various data used for calculations
And a store that stores and stores programs and necessary data.
Of the input / output hybrid integrated circuit (I / O).
LSI) 84 is provided. This I / O LSI
Reference numeral 84 denotes various parameters necessary for controlling the internal combustion engine 1.
This is for taking in data and data into the above-mentioned microcomputer, and for example, for analog signals such as the battery voltage V _B , this is converted into a digital signal A.
It also has a built-in / D converter. Also, this I / O LS
The I84 is also configured to generate a control signal for driving / controlling various actuators based on the calculation result of the microcomputer.

In order to detect the parameters and data of the internal combustion engine 1 necessary for the control by the ECU 8 as described above, for example, an air flow meter (for example, a hot air meter that detects the intake air amount Q taken into the internal combustion engine 1). Wire type air-flow sensor, etc.) 1
01, a water temperature sensor 102 for detecting the water temperature T _{W of the} cooling water,
A throttle sensor 103 for detecting the opening degree θ of the throttle valve, and an O ₂ sensor 10 for detecting the oxygen concentration O ₂ in the exhaust gas and controlling the air-fuel ratio (A / F) of the supplied fuel.
4. A predetermined rotation angle (for example, 1 degree) of the crankshaft 11 in order to detect the speed or rotation angle of the internal combustion engine 1.
A crank angle sensor 105 that generates a pulse output n for each
For example an idle switch 106 for detecting the idling state S _I of the engine 1 from the opening θ of the depression angle or the throttle valve of the accelerator pedal, and, stannous perform starting of the engine 1 - Star detecting the charged S _S of data - data Switch 107
Etc. are provided. Further, the transmission 2 is provided with a neutral switch 108 for detecting whether or not it is in the neutral state S _N.

In addition to the various operating parameters and data of the internal combustion engine 1 described above, the ECU 8 has a battery voltage V _B of the vehicle-mounted battery 4 and a headlight connected to the vehicle-mounted battery 4, for example, a headlight. Electric load such as playing cards 4
The output signal of the current sensor 42 for detecting the load current I _l supplied to ₁ , 41, ... And the output of the current sensor 35 for detecting the field current I _f supplied to the field winding 31 of the generator 3. Signal and are being input. These current sensors 42, 3
Reference numeral 5 is configured by using, for example, a hall element or the like.

In addition, the output signal A of the so-called air conditioner load switch 92 for detecting the operation of the electromagnetic clutch 91 for connecting and disconnecting the compressor 9 of the vehicle-mounted air conditioner to the crankshaft 11 of the internal combustion engine 1 is also controlled by the ECU 8 described above.
Has been input to, which determines whether the air conditioner is turned on.

In the configuration described above, first, the power generation control device 5 detects the output voltage V _{B of the} on-vehicle battery 4, compares it with a predetermined reference value, and intermittently controls the field current _If , Accordingly, the power generation operation of the vehicle-mounted generator 3 is controlled. On the other hand, the ECU 8 takes in the operation parameters of the internal combustion engine 1 output from the various sensors, switches, etc., performs a predetermined calculation, and then based on the calculation result, various actuators (the above-mentioned examples Then, the injector 51 for controlling the fuel to be supplied, the ignition plug 53 for igniting and exploding the fuel filled in the cylinder, and the fuel pump 71) for supplying the pressurized fuel to the injector 51 are appropriately controlled, and the internal combustion engine The control of the driving operation of No. 1 is the same as that of the related art.

According to the present invention, the ECU 8 is configured not only to control the operation of the internal combustion engine 1 but also to control the power generation operation of the on-vehicle generator 3. That is, the control pulse P is output from the output side port (the right end portion of the I / OLSI 84 in FIG. 2) of the I / O LSI 84 of the ECU 8, and the control circuit 50 of the power generation control device 5 is output.
Is input to the C input terminal of.

The circuit configuration of the control circuit 50 is shown in FIG.
In detail. FIG. 3 shows the control circuit 50 of the generator 3.
Of the voltage deviation circuit 501.
And a main control loop composed of the PWM circuit 502, a waveform shaping circuit 503 which receives the control pulse P from the C terminal and shapes the waveform, a duty voltage conversion circuit 504,
And a VTRF switching circuit 505.

Further, an alarm circuit 507 for driving the charging warning lamp 506 via the L terminal is provided. Here, the control pulse P
Is input, the waveform is shaped by the waveform shaping circuit 503, and the crest value VP of the pulse is controlled to a constant value (VP).
The shaped pulse signal a is the duty voltage conversion circuit 5
04, and the DC voltage V according to the duty value.
Generate REF1. The VREF switching circuit 505 detects the cycle of the signal a, and outputs the output VREF to the internal reference voltage VREF2 when the cycle is constant (for example, 20 mS) or more.
(The duty in FIG. 5 is in the range of a% or more and b% or less, and the field current is controlled to a fixed value).
At other times, it is switched to VREF1 (control the duty in FIG. 5 outside the above range (0 to a%, b to 100%)).

Next, FIG. 4 shows a control pulse P output from the ECU 8 to the control circuit of the power generation control device 5.

The control pulse P corresponds to the command value of the target power generation voltage of the generator calculated by the ECU 8 according to the operating state of the internal combustion engine 1, and is an output signal to the power generation control device 5.
The control pulse value is represented by the following formula.

Duty = Ton / (Ton + Toff) [%] FIG. 5 shows the relationship between the control pulse P calculated by the ECU 8 according to the operating state of the internal combustion engine 1 and the target generated voltage of the vehicle-mounted generator 3. This is an example. In this figure, a is defined as the lower limit value of duty and b is defined as the upper limit value, and the duty is defined as a%.
By outputting in the range above and b% or less (this range is called the power generation control function), the field current is controlled so that the output voltage of the generator becomes the target power generation voltage corresponding to the duty. In addition, the duty is out of the above range (0 to a%, b
~ 100% range. If this range is referred to as the field current control function)), the field current control means controls the field current control function so that the output voltage of the generator becomes equal to or higher than the full charge voltage of the battery. The field current is controlled so as to be about 4 V (reference voltage). In the field current function, the power generation voltage is constant (14.4 V), and the power generation cutoff state does not occur. With the power generation control function, the power generation voltage can be freely changed within the range of 0 to 16V. In particular, when the voltage is set to 12 V or less, the power generation can be cut off. It should be noted that the duty and the target power generation voltage are configured to obtain a characteristic of a proportional relationship uniquely obtained.

Here, the duty voltage conversion circuit 5 is shown in FIG.
The waveform of 04 is shown. FIG. 6A shows a pulse waveform input to the C terminal.

FIG. 7 shows a waveform shaping circuit 503.
Reference numerals a and 503b are analog switches composed of C-MOS transfer gates, 503c is a reference voltage source (2.4 V), and 503d is a NOT gate. Input c
Is at the Hi level, the analog switch 503a is conductive, the analog switch 503b is off, and the output a is grounded. Next, when the input c is at the Low level, the analog switch 503b is conductive, the analog switch 503a is in the cut-off state, and the output a becomes 2.4V. When the c input repeats Hi / Low as shown in FIG. 6A, the a output repeats 0V / 2.4V.

Next, an example of the internal circuit of the duty voltage conversion circuit 504 is shown in FIG. 504a and 504b in FIG.
Is a resistor, and 504c and 504d are second-order filters composed of capacitors. The output VREF1 outputs a DC component to the input a of this circuit block, and has a waveform as shown in FIG. 6 (b). Furthermore, VREF switching circuit 5
The internal circuit of 05 is as shown in FIG. Reference numeral 505a denotes a frequency detection circuit, which is Hi when the pulse frequency of the input a is high (the cycle is short) and Low when the pulse frequency is low.
Is output. 505b and 505c are analog switches composed of C-MOS transfer gates, 5
Reference numeral 05e is a reference voltage source (2.1 V), and 505d is a NOT gate. When the input a does not change for a certain period of time, that is, when the frequency is low, the analog switch 505c becomes conductive,
The analog switch 505b is in the cutoff state, and the output V
2.1V appears at REF. Next, input a is Hi / L
Analog switch 505b when ow signal occurs
Is on, the analog switch 505c is off, and the output VREF becomes equal to VREF1. The VREF signal obtained by the above operation is the voltage deviation circuit 501 of FIG.
Transmitted to.

Next, the operation of the ECU 8 will be described. E
CU8 controls the fuel system and ignition system of the engine,
A duty signal is sent to the generator 3 to control the generated voltage and optimize its drive torque. An example of the overall flow chart is shown in FIG. When the generator control task is started in step 1001 of FIG. 10, the process proceeds to step 1002. Here, the power generation voltage is set to the standard 14.4V. Next, in step 1003, the engine speed is measured. When the engine speed has significantly decreased (for example, Ne1 = 550 r / min), the process proceeds to step 1004 and the generated voltage is decreased to 11.2V. This is a state in which power generation is substantially cut off, which means that the torque for rotating the generator is reduced for the engine, and a decrease in engine speed can be suppressed.

On the other hand, when the generated voltage drops, the battery starts to be discharged, and in step 1005, the battery discharge amount ΔAH is measured. (The specific method of measurement will be described later.) Battery discharge amount ΔAH is constant level AH
When it exceeds 1, it is determined to be in the over-discharge region, the routine jumps to step 1014 and shifts to the normal power generation mode.

Further, in the main loop, step 10
At 06, it is determined whether or not the fuel cut / recover state is set, and when shifting from the fuel cut state to the fuel supply state, the routine proceeds to step 1007, where the power generation voltage is reduced to 11.2 V and power generation is cut off. At this time also, in the same manner as described above, step 10
At 08, the battery discharge amount is checked.

In step 1009, the throttle opening is detected, and when the throttle opening is equal to or greater than a certain value (Th1), it is determined that the vehicle is in an accelerating state, and the generated voltage is reduced to 12.32V. Also in this step, the battery discharge amount is checked in step 1011.

Finally, in step 1012, it is determined whether or not the vehicle is in a decelerated state. When it is in the deceleration state, the process proceeds to step 1013 and the power generation voltage is increased to 15.2V.

Once the normal power generation mode 1014 is entered, until the battery discharge amount ΔAH recovers to some extent (A
(Set constant AH2 so that H2 <AH1)
Make the generated voltage unchangeable. With such control, the depth of discharge does not fall below 10%.

According to the above flow, the discharge amount of the battery does not exceed the constant value (AH1), so that the deterioration of the battery life can be prevented. Well then, AH1
As to what value should be set, the data relating to the depth of discharge of the battery and the service life thereof are shown in FIG.

FIG. 11 is a diagram showing the relationship between the depth of discharge (area of 11a in FIG. 11 = discharge current × discharge time) and the life index in the repeated charge / discharge life test of a lead battery. Generally, the life tends to decrease as the depth of discharge increases, but the depth of discharge is 10% (point 11 in FIG. 11).
In the smaller region b), the life is dramatically improved. Therefore, for example, for a battery of 40 AH (ampere hour), if AH1 = 40 × 0.1 = 4 AH, then deterioration of the battery life will not be induced. According to the present embodiment, the battery is not deteriorated even if the voltage of the generator is arbitrarily controlled, so that the reliability of the electric device of the vehicle can be ensured.

Although the method of detecting ΔAH has not been described in detail in the above embodiment, some embodiments of this detection method will be described next.

FIG. 12 shows an example of the method of detecting the depth of discharge by the discharge current and time. The battery discharge amount is calculated from the battery discharge current and its accumulated time, and the battery discharge depth is calculated. Then, the power generation control of the generator is prohibited from the time t1 when the calculated depth of discharge becomes equal to or greater than the set value (for example, 10%).

FIG. 13 is a diagram showing an example of a method of detecting the depth of discharge based on the field current and time, and shows a case where the depth of discharge is set to 10%, for example. Field current If
Is equal to or more than the field current upper limit value Ifa (for example, when the maximum field current is 100%, 98% of Ifa and 99% of If correspond to this), and the depth of discharge is 1
If it is within 0%, the discharge cut state is not released and If>
When the duration tIf of the Ifa state exceeds a predetermined value, the power generation cut state is released. The value of tIf is selected within the range of B where the depth of discharge is within 10% and power generation control can be continued. Further, when reaching the area on the upper right side of the line, the power generation control is prohibited.

FIG. 14 shows an example of a method of detecting the depth of discharge according to the difference between VREF and VB (DVB) and time.
The battery discharge current corresponding to the voltage change amount per unit time ((b−a) / (t2−t1)) from the change amount of DVB changed from time t1 to time t2 when DVB becomes equal to or greater than the predetermined value a. And the replaced discharge current cumulative time (0 to
Calculate the depth of discharge of the battery from b). Then, the power generation control is prohibited from the time t3 when the calculated depth of discharge becomes equal to or larger than the set value (for example, 10%).

FIG. 15 shows an example of a method for determining the electric load and detecting the depth of discharge according to time. Various electric load signals EL (lights, fog lights, rear defogger, brakes, wipers, blowers, radiator fans, indoor lights, etc.) and the load current changes depending on the ON / OFF state of the air conditioner. The relationship between the ON / OFF time of the electric load signal EL and the depth of discharge is shown as an example. For example, when the depth of discharge is set to 10%, the time t is ta when the electric load is ON.
When the electric load is OFF, the power generation control is prohibited when the time t has passed, and the power generation control is prohibited when the time t has passed tb.
(2) shows the relationship when a plurality of electric loads are turned on. The state of the load current is determined by ON / OFF of the current sensor or each of the above electric load signals, and the load current value equivalent is calculated. When the depth of discharge is set to 10%, the control is prohibited when the time tc corresponding to the load current converted c has elapsed.

FIG. 16 shows an example of necessity of ensuring the repeated discharge cycle and setting of the repeated discharge inhibition time. (1)
Shows the case where the repeated discharge inhibition time is secured according to the repeated discharge cycle, (a) shows the charge / discharge current IVB of the battery, and (b) shows the discharge depth of the battery. When the battery is discharged in the discharge cycle time t1 in (a),
The battery discharges A and the charging / discharging current IVB becomes negative. However, by ensuring the discharge prohibition time t2, charging B to the battery corresponding to the discharge A is performed. As a result, the balance of charge and discharge balance is maintained, so that the battery discharge depth shown in (b) can be set to 0%. (2) is the required repeated discharge inhibition time t2 with respect to the repeated discharge cycle t1.
However, if the battery is charged for the time t3 (t2> t3) after the discharge A by t1, the balance of the charge and discharge balance cannot be maintained at this point and the battery discharge shown in (b) is not achieved. It becomes impossible to set the depth to 0%. For this reason, in the case of (2) in which the repeated discharge inhibition time corresponding to the repeated discharge cycle is not secured, the battery life is shortened and the effect of power generation control cannot be obtained.

FIG. 17 shows an example of the flow chart of the method for detecting the depth of charge according to the discharge current and the discharge time.
In step 1701, it is determined whether the power generation control is in the power cut state. Step 17 if power generation is being cut
Moving to 02, it is determined whether the battery is in the discharged state. If it is in the discharge state, the discharge depth ΔAH is calculated from the duration t of the discharge state and the battery discharge current IVB, and the process proceeds to step 1704. Here, it is determined whether or not the discharge depth ΔAH has reached 10% of the discharge depth allowable value. If it is 10% or less, the power generation cut control is continued. However, if it exceeds 10%, step 1705
Then, the C terminal Duty is set to 0% to prohibit the power generation cut control.

FIG. 18 shows an example of the flow chart of the method of detecting the depth of charge according to the field current and time. In step 1801, it is determined whether the power generation control is in the power cut state. If power generation is being cut, step 1802
And compares the field current If with the set value Ifa,
If If <Ifa, the power generation cut control is continued, but I
If f> Ifa, the process moves to step 1803, If> I
The duration tIf of the fa state is determined, and the counting of tIf is started. In step 1804, the time tIf within which the discharge depth is within 10% is compared with the count time t, and tIf ≧
When t is satisfied, the C terminal Dut is output at step 1805.
The power generation cut control is prohibited by setting y to 0%.

FIG. 19 shows an example of the flow chart of the method of detecting the depth of charge according to the difference between VREF and VB and time. In step 1901, it is determined whether the power generation control is in the power cut state. If the power generation is being cut off, the routine proceeds to step 1902, and the difference DVB between the power generation voltage command value VREF and the battery voltage VB is calculated. D in step 1903
It is determined whether VB is larger or smaller than the set value a, and if DVB> a, the power generation cut time t1 at that time is set to step 190.
Set with 4. When the power generation cut time t reaches t2 in step 1905, the value of DVB is detected in step 1906. Then, in step 1907, the battery discharge current corresponding to the voltage change amount (ba / t2-t1) per unit time is replaced. When the power generation cut time t reaches the set value t3 in step 1908, step 19
The discharge depth ΔAH is calculated in step 10, and is compared with the discharge depth allowable value of 10% in step 1909. As a result, △ AH> 1
If 0%, the process moves to step 1911 and the C terminal Duty
Is set to 0% to prohibit the power generation cut control.

FIG. 20 shows an example of the flow chart of the method for determining the electric load and detecting the depth of charge according to time. In step 2001, it is determined whether or not the power generation control is under control. If the power generation is being cut, the process proceeds to step 2002, and the ON / OFF judgment of the electric load signal is performed.
As a result, in step 2003, the time tc at which the discharge cut control for this electric load can be continued, step 200
In step 4, it is compared with the cumulative time t of the power generation cut control. If t> tc, in step 2005 the C terminal Duty is set to 0% to prohibit the power generation cut control.

FIG. 21 shows an example of the flow chart of setting the discharge inhibition time according to the repeated discharge cycle. In step 2101, it is determined whether the power generation control is during the power generation cut. If power generation is being cut, step 210
Moving to 2, it is determined whether the power generation cut time t has become the repeated discharge cycle t1 or more. When t becomes t1 or more, the process proceeds to step 2103, and VREF is set to a voltage at which the generated voltage becomes the full charge voltage or more. Step 2104
The power generation control is performed so that the power generation cut control is not performed until the repeated discharge inhibition time t2 is secured.

As is clear from the above description, according to the control system for an on-vehicle generator according to the present invention, it is possible to accurately detect and grasp the condition in which the life of the battery is deteriorated, and under this condition. Since it becomes possible to control the switching of the generated voltage according to the operating state of the internal combustion engine, it is possible to secure the effect of the power performance and fuel efficiency of the internal combustion engine while ensuring the conventional battery life. It will be possible.

[0049]

According to the present invention, it is possible to provide a power generation control system for controlling the power source and the power generator in consideration of the state of the power storage means.

[Brief description of drawings]

FIG. 1 is an explanatory diagram illustrating an operation of a power generation control system for an on-vehicle generator according to the present invention.

FIG. 2 is a block diagram showing an overall configuration of a vehicle having the power generation control system.

FIG. 3 is a circuit block diagram showing a circuit configuration of a power generation control device of the power generation control system.

FIG. 4 is an explanatory diagram of a control pulse P.

FIG. 5 is an explanatory diagram of a relationship between a control pulse P and a target generated voltage of a vehicle-mounted generator.

FIG. 6 is a waveform diagram of a duty voltage conversion circuit.

FIG. 7 is a circuit diagram of a waveform shaping circuit.

FIG. 8 is a circuit diagram of a duty voltage conversion circuit.

FIG. 9 is a circuit diagram of a VREF switching circuit.

FIG. 10 is an overall flow chart of a power generation control system.

FIG. 11 is an explanatory diagram of the relationship between the battery life and the depth of discharge.

FIG. 12 is an explanatory diagram of a method of detecting a depth of discharge (detection based on discharge current and time).

FIG. 13 is an explanatory diagram of a method for detecting the depth of discharge (field current control duty and time detection).

FIG. 14 is an explanatory diagram of a method for detecting a depth of discharge (detection based on a difference between VREF and VB and time).

FIG. 15 is an explanatory diagram of a method for detecting a depth of discharge (discrimination of an electric load and detection by time).

FIG. 16 is an explanatory diagram of necessity of ensuring a repeated discharge cycle and setting of a repeated discharge inhibition time.

FIG. 17 is a flow chart of detection by discharge current and time.
To.

FIG. 18 is a flow chart of detection by field current control duty and time.

FIG. 19 is a flow chart of detection according to the difference between VREF and VB and time.

FIG. 20 is a flowchart of discrimination of electric load and detection by time.

FIG. 21 is a flowchart for setting a repeated discharge inhibition time.
To.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 3 ... On-vehicle generator, 5 ... Generation control device, 8
... ECU, 11 ... Crank shaft, 31 ... Field winding.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Keiichi Masuno 2520, Takaba, Katsuta-shi, Ibaraki Hitachi Ltd. Automotive Equipment Division (72) Inventor Mitsuru Nagase 2477 Kashimayatsu, Katsuta-shi, Ibaraki 3 Within Hitachi Automotive Engineering Co., Ltd.

Claims (7)

[Claims] Claim: What is claimed is: 1. A generator for controlling a power storage unit and the generator, which is charged by generated power of a generator driven by a power source having another main drive target, and for controlling the generator. In a power generation control system for controlling a field current to change an output power of the generator, a field current control for controlling the generator based on a state of the power storage means and an operating state of a power source. Means, a means for detecting the discharge current of the power storage means, and a means for detecting the discharge state duration of the power storage means, the field current control means, the detection value of the discharge current of the storage means A power generation control system for inhibiting the control of the generator such that the storage means is in a discharge state when a product of discharge state durations of the storage means exceeds a predetermined value. 2. A generator for controlling a power storage unit charged by generated power of a generator driven by a power source having another main drive target and the generator, and controlling the generator. In a power generation control system for controlling a field current to change the output power of the generator, a field current control mode for controlling the generator based on the state of the storage means and an operation of a power source. Field current control means for performing a power generation control mode for controlling the generator based on the state, means for detecting a discharge current of the power storage means, and means for detecting a discharge state duration time of the power storage means. The field current control means, in the power generation control, when the product of the detected value of the discharge current of the storage means and the discharge state duration of the storage means exceeds a predetermined value, the charge cut state On top of A power generation control system characterized by prohibiting power generation control of a power generator. 3. A generator for controlling the generator by controlling a power storage means charged by generated power of a generator driven by a power source having another main drive target and the generator. In a power generation control system for controlling a field current to change an output power of the generator, a field current control for controlling the generator based on a state of the power storage means and an operating state of a power source. Means, means for detecting the field current of the generator, and means for detecting the time when the field current of the generator exceeds a predetermined value, the field current control means, the power generation A power generation control system for inhibiting the control of the generator such that the power storage means is in a discharge state when the time when the field current of the machine exceeds a predetermined value exceeds a predetermined value. 4. A generator for controlling the generator and a power storage unit charged by generated power of a generator driven by a power source having another main drive target, and controlling the generator. In a power generation control system for controlling a field current to change an output power of the generator, a field current control for controlling the generator based on a state of the power storage means and an operating state of a power source. Means, a means for detecting a difference between the power generation target voltage of the generator and the voltage of the power storage means, a difference between the power generation target voltage of the generator and the voltage of the power storage means is a predetermined value or more, and a predetermined time has elapsed The field current control means, when the difference between the power generation target voltage of the generator and the voltage of the storage means exceeds a predetermined value and a predetermined time has elapsed, the field current control means The storage means will be discharged A power generation control system, which prohibits control of the above generator. 5. A generator for controlling the generator and a power storage unit charged by generated power of a generator driven by a power source having another main drive target, and controlling the generator. In a power generation control system for controlling a field current to change an output power of the generator, a field current control for controlling the generator based on a state of the power storage means and an operating state of a power source. And a means for detecting the type of external load, wherein the field current control means is such that the storage means is in a discharging state for a predetermined time according to the detection result of the type of external load. A power generation control system for controlling the power generator. 6. The power generation control system according to claim 1, 2, 3 or 4, wherein the field current control means prohibits control of the generator in which the power storage means is in a discharge state, and the permission time is After a lapse of time, the power generation control system restarts control of the power generator in which the power storage means is in a discharged state again. 7. The power generation control system according to claim 5, wherein the field current control means causes the power storage means to be in a discharging state for a predetermined time according to the detection result of the type of external load. If you control the
A power generation control system characterized by restarting control of the power generator in which the power storage means is in a discharged state again after the permission time has elapsed.