JPH05130747A - Power generation controller - Google Patents

Abstract

PURPOSE:To reduce the power generation load of an alternator at the time of stoppage after deceleration and running after the stoppage by a method wherein a battery is charged by the kinetic energy of a vehicle at the time of deceleration. CONSTITUTION:A relay 18 is provided between the S terminal of the regulator IC 16 of an alternator and a battery 10. At the time of deceleration, the relay 18 is turned on by an ECU signal (a). With this relay operation, a battery voltage is divided by resistors R1 and R2 and a voltage which is lower than the actual battery voltage is applied to the S terminal as a battery terminal voltage. Therefore, at the time of deceleration, the battery terminal voltage is lower than the actual battery voltage and a part of the kinetic energy of a vehicle is recovered by the battery 10. As the power generation load of the alternator is low during the period other than the time of deceleration, a fuel cost and power performance can he improved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power generation control device having a battery and an alternator.

[0002]

2. Description of the Related Art Conventionally, a battery that can be charged and discharged and a battery voltage are monitored, and when the battery voltage becomes a predetermined voltage or less, the power generated by the driving force of the engine is supplied to the battery to set the battery voltage to a set voltage. There is known a power generation control device including an alternator which is maintained at (6)
No. 2-57548).

This power generation control device, as shown in FIG.
It has batteries 10 and 12 connected in series, and the connecting ends of the batteries 10 and 12 are connected to terminals 16A and 16B of a regulator IC (hereinafter, alternator) of the alternator. The output side end of the battery 12 is connected to the terminals 16C and 16D of the alternator 16. Further, a charge lamp is connected via a terminal 16F of the alternator 16. The alternator 16 monitors the voltage of the batteries 10 and 12, and when the battery voltage becomes equal to or lower than a predetermined voltage, supplies the electric power generated by the driving force of the engine to the battery to maintain the battery voltage at the set voltage.

[0004]

Since the conventional power generation control device is configured as described above, the kinetic energy of the vehicle is absorbed by the brake, the engine brake, etc. when the vehicle is decelerated, and it is collected in the battery. There was a problem that I could not do it. Further, since the brake lamp consumes a large amount of power, the battery voltage is likely to fall below the required voltage, and the power generation load of the alternator may increase when the vehicle is stopped after deceleration or when traveling thereafter.

The present invention has been made to solve the above problems, and recovers the kinetic energy of the vehicle during deceleration, and further reduces the power generation load of the alternator during traveling such as after stopping after deceleration. It is an object of the present invention to provide a power generation control device capable of performing the above.

[0006]

In order to achieve such an object, the present invention provides a battery that can be charged and discharged and electric power generated by the driving force of an engine when the battery terminal voltage becomes a predetermined voltage or less. An alternator for supplying the battery to the battery to maintain the battery voltage at a set voltage, and a power generation control device for controlling charging of the battery, comprising means for decreasing the battery terminal voltage from the actual battery voltage by a predetermined value during deceleration. Is characterized by.

[0007]

In the present invention, the battery terminal voltage becomes lower than the actual battery voltage during deceleration. As a result, a part of the energy absorbed by the brake and the engine brake during deceleration becomes a power generation load of the alternator, the battery charge amount increases, and a part of the energy is recovered. In addition, the power generation load of the alternator is reduced by using the energy recovered during deceleration other than during deceleration.
Power performance is improved.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a block diagram showing the configuration of a power generation control device according to an embodiment of the present invention.

In this embodiment, as shown in FIG. 1, the relay 1 is provided between the alternator 16 and the battery 10.
8 are provided. The relay 18 receives the E signal from the control unit 20.
It is turned on and off by the CU signal. Further, in order to prevent chattering when the relay 18 is opened or closed, the relay 1
A capacitor C1 is arranged in parallel with 8, and a resistor R1 forming a voltage dividing resistor is connected to the capacitor C1. Resistance R
A resistor R2 is connected to 1, and the resistors R1 and R2 divide the voltage of the battery 10. Furthermore, the relay 22 is connected to the resistor R2.
Are connected, and the relay 22 is turned on by an ignition signal. If the resistance value of the resistor R1 is made too large with respect to the resistor R2, the voltage applied to the S terminal of the alternator 16 becomes small, and in some cases, an abnormality determination such as disconnection occurs. If the resistance value of the resistor R1 is reduced,
Since the amount of power generation increase is small, an appropriate value, for example,
It is preferable to set R1 = 470Ω and R2 = 10KΩ. The relay 18 is connected to a control unit 20 that controls opening / closing of the relay 18 by an ECU signal according to an operating state. The control unit 20 includes an idle switch 24 for detecting whether or not the vehicle is in a deceleration state, a brake ON sensor 26 for detecting ON / OFF of a brake, and a vehicle speed sensor 2 for detecting a vehicle speed.
8. Engine speed sensor 3 for detecting engine speed
0, a selector position sensor 32 for detecting the selector position is connected, and a CALT ON timer 34, C
The ALT OFF timer 36 is connected.

Next, the operation of this embodiment will be described with reference to the flowchart of FIG.

The control unit 20 determines whether the signal from the idle switch 24 is on or off, that is, whether the throttle valve is open or fully closed (step 1). When it is determined that the signal is fully closed, the brake is turned on. A signal from the sensor 26 is used to determine whether the brake is on (step 2).
When it is determined that the brake is in the on state, it is determined whether the vehicle speed from the vehicle speed sensor 28 is equal to or higher than a predetermined vehicle speed (for example, 20 km / h) that does not cause engine stall due to an increase in power generation load (step 3), and the vehicle speed is further predetermined. If it is determined that the vehicle speed is equal to or higher than the vehicle speed, it is determined from the signal from the engine speed sensor 30 whether or not the engine speed is equal to or higher than a predetermined speed that does not cause engine stall due to an increase in power generation load.

The engine speed is a predetermined speed (for example, 80
0 rpm) or more, it is judged from the signal from the selector position sensor 32 whether the selector position is not in the N range (step 5). When it is judged that the selector position is not in the N range, the signal from the CALT ON timer 34 is used. It is determined whether a predetermined time (2 seconds) has elapsed (step 6). The predetermined time (2 seconds) is a time for preventing a large current from flowing to the battery 10 and overcharging the battery 10 because a large current temporarily flows when the power generation control is switched.

When it is determined that the predetermined time has elapsed, CA
It is determined whether the time counted by the LT OFF timer 36 is the maximum duration time (10 seconds) of the power generation amount increasing state (step 7). When it is determined that the time counted by the CALT OFF timer 36 is the maximum duration time (10 seconds) or less, the relay 18 is turned off by the ECU signal and the alternator 16 divides the battery voltage by the voltage dividing resistors R1, R2.
The voltage divided by is monitored so as to increase the power generation (step 8). Maximum duration (10 seconds)
Is a time for preventing overcharging when the amount of power generation continues for a long time, such as when traveling downhill, and the voltage divided by the voltage dividing resistors R1 and R2 is battery voltage × R2 / (R1 + R2), The battery voltage becomes lower than the actual battery voltage, which increases the power generation amount of the alternator, converts the kinetic energy of the vehicle at the time of deceleration into electric energy, and charges the battery 10.

On the other hand, when the throttle valve is open, the brake is off, the vehicle speed is 20 km / h or less, the engine speed is 800 rpm or less, and the previous selector position is in the N range, CALT O
The N timer 34 is cleared (step 9). After step 9 and in step 6 described above, if it is determined that the predetermined time (2 seconds) has not elapsed by the signal from the CALT ON timer 34, the CALT OFF timer 3
Clear 6 (step 10). After step 10,
And in step 7 above, the maximum duration (10 seconds)
If it is determined that the above is the case, the relay 18 is turned on so that the alternator 16 monitors the battery voltage as it is, and normal power generation is performed (step 11).

In the present embodiment, the AT vehicle has been described as an example, but the present invention is not limited to this and the present invention can be applied to an MT vehicle. In this case, step 5 in FIG. 2 is replaced with steps 5a and 5b as shown in FIG. In step 5a, it is determined whether the clutch is engaged,
When it is determined that the clutch is engaged, it is determined whether the gear is not in the neutral position, and when it is determined that the gear is not in the neutral position, step 6 described above is executed. When the clutch is not connected in step 5a and the gear is in the neutral position in step 5b, step 9 is executed.

When the battery is charged with a constant current and a constant voltage, the battery terminal voltage and the battery liquid specific gravity are as shown in FIG.
As shown in FIG. 5, the specific gravity of the battery liquid has a characteristic close to the charged state of the battery. However, after the battery terminal voltage stabilizes, the battery liquid specific gravity will not stabilize unless charging is continued for a while.Therefore, even if the battery terminal voltage reaches the reference value, if the charge amount is set higher than normal for a predetermined time, the battery It is possible to keep the state of charge high.

[0018]

As described above, according to the present invention,
Since the battery terminal voltage is lowered by a predetermined value from the actual battery voltage during deceleration, part of the kinetic energy of the vehicle is recovered by the battery during deceleration, and the power generation load of the alternator is reduced except during deceleration. , Power performance is improved.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a power generation control device according to an embodiment of the present invention.

FIG. 2 is a flowchart showing the operation of this embodiment.

FIG. 3 is a flowchart showing the operation of this embodiment.

FIG. 4 is a diagram showing a relationship between a battery terminal voltage and a battery fluid specific gravity with respect to charging time.

FIG. 5 is a circuit diagram showing a conventional power generation control device.

[Explanation of symbols]

 10 Battery 16 Alternator 18 Relay 20 Control Unit 24 Idle Switch 26 Brake ON Switch 28 Vehicle Speed Sensor 30 Engine Speed Sensor 32 Selector Position Sensor

Claims (1)

[Claims] 1. A rechargeable battery, and an alternator for supplying the battery with electric power generated by the driving force of the engine to maintain the battery voltage at a set voltage when the battery terminal voltage becomes equal to or lower than a predetermined voltage. A power generation control device for controlling charging of a battery, comprising: a unit that lowers a battery terminal voltage from an actual battery voltage by a predetermined value during deceleration.