JPH114506A - Car generator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a car generator capable of efficiently generating power in response to the state of running. SOLUTION: Charging to a battery 32 is conducted by converting an AC generated in an AC generator 22 into a DC by a rectifying circuit 30, and stepping down the DC in a bi-directional DC-DC converer 34. An induction machine 56 is supplied with power by stepping up the voltage of the battery 32 in the bi-directional DC-DC converter 34 and converting the voltage into the AC in an inverter 38. Power can be generated by efficiently using an output from an engine 20 by feeding the engine 20 with fuel in quantity, in which the highest torque is generated in comparison with fuel consumption, by an ECU 40 and generating power by employing excess torque at that time.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle power generator capable of supplying an AC load with electric power charged in a battery.

[0002]

2. Description of the Related Art Using an induction machine driven by commercial AC,
Japanese Patent Application Laid-Open No. 7-75208 has been proposed as a technique related to a vehicle configured to obtain work power at a repair and collection work site or a special garbage collection work site. In such a vehicle, while the vehicle is traveling,
A part of the output of the engine is used to generate electric power by a generator and charge the battery. While the engine is stopped, the electric power is supplied to the induction machine by connecting an outlet to a commercial power supplied from outside the vehicle, that is, a socket of the commercial power outside the vehicle. In addition, when there is no commercial power facility at the work site, power is supplied from the battery to the induction machine.

[0003]

In a vehicle configured to be able to supply power from a battery while the engine is stopped, the power from the generator can be directly charged to the battery. Is low and the efficiency is poor. That is, since a large current of a low voltage flows, the power loss in the power supply line is large. Further, in the conventional vehicle, power generation cannot be efficiently performed because changes in the running state of the vehicle are not sufficiently considered.

[0004] The present invention has been made to solve the above-described problem, and an object of the present invention is to provide a vehicle power generation device capable of efficiently generating electric power.

Another object of the present invention is to provide a vehicle power generation device capable of efficiently generating electric power according to the running state of a vehicle.

[0006]

According to the present invention, in order to achieve the above object, a vehicle power generator according to claim 1 includes an AC load, an AC generator driven by an internal combustion engine of the vehicle to generate AC. A rectifier for converting alternating current generated by the alternator into direct current, a battery for storing electric power, and an electrical connection between the rectifier and the battery, and a voltage between the rectifier and the battery terminal. A voltage raising / lowering device for raising / lowering the battery and charging / discharging the battery; and a DC-AC converter disposed between the rectifier and the AC load for converting DC to AC. And

According to a second aspect of the present invention, there is provided a vehicle power generator, wherein a control device for controlling the internal combustion engine, and a map for holding a fuel amount that generates the highest torque with respect to fuel consumption at each rotational speed of the internal combustion engine. An AC load, an AC generator driven by an internal combustion engine of the vehicle to generate an AC, a rectifier for converting the AC generated by the AC generator to a DC, and a power rectified by the rectifier. A battery to be stored, a voltage raising / lowering device that electrically connects the rectifier and the battery, raises and lowers a voltage between the rectifier and a battery terminal, and charges and discharges the battery; A DC-AC converter, which is disposed between the AC loads and converts DC into AC, wherein the control means determines the amount of torque that generates the highest torque with respect to fuel consumption based on the map. Fee and technical features to be fed to the internal combustion engine.

Further, in the vehicle power generating device according to claim 3, in the vehicle power generating device according to claim 2, the vehicle power generating device includes clutch detecting means for detecting engagement / disengagement of a clutch disposed between the internal combustion engine and a transmission, A gear position estimating means for estimating whether the gear position is shifted up or down when the clutch is depressed based on the change, wherein the clutch is stepped on and When the up is predicted, the voltage raising and lowering device lowers the charging power to the battery, and when the downshift is predicted, the voltage raising and lowering device increases the charging power to the battery. I do.

Still further, in the vehicle power generator according to claim 4,
4. The vehicle power generator according to claim 2, wherein the vehicle power generator includes a brake detection unit that detects on / off of an exhaust brake switch, and the voltage is set when the brake detection unit detects that the exhaust brake switch is on. 5. The lifting device is
The technical feature is to increase the amount of electric power charged to the battery.

In the vehicle power generating device according to the first aspect, charging of the battery is performed by converting AC generated by the AC generator into DC by the rectifying device and decreasing the voltage by the voltage raising / lowering device. The power supply to the AC load is performed by boosting the battery voltage in the voltage raising / lowering device and converting the battery voltage into AC by the DC-AC converter. Here, since the AC generator generates an AC higher than the supply voltage to the AC load or an AC equal to the supply voltage to the AC load, the AC load can be supplied with high efficiency.

In the vehicle power generator according to the second aspect, the control means supplies the internal combustion engine with an amount of fuel that generates the highest torque with respect to fuel consumption. It is possible to do.

According to a third aspect of the present invention, when the clutch is stepped up to shift up, that is, when the rotational speed of the internal combustion engine is reduced, the voltage raising / lowering device reduces the amount of electric power charged to the battery, Reduce the generator load on the engine. Conversely, when shifting down, that is, when the rotational speed of the internal combustion engine increases, the voltage raising / lowering device increases the amount of electric power charged to the battery. For this reason, the gears of the transmission can be smoothly switched.

In the vehicle power generator according to the fourth aspect, when the ON of the exhaust brake switch is detected, the voltage raising / lowering device increases the amount of electric power charged to the battery and increases the amount of regeneration. Therefore, power generation can be performed with high efficiency.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle using a vehicle power generator according to a first 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 cold-storage vehicle equipped with the vehicle power generation device of the first embodiment. The gasoline engine 20 is connected to a generator 22 having a permanent magnet field and capable of generating an alternating current of 200 V or more. A transmission 26 is connected to the engine via a clutch 24.

The electric power from the generator 22 is rectified by a rectifier circuit 30 and is configured to charge a 24 V battery 32 via a bidirectional DC-DC converter 34.
Further, the DC power rectified by the rectifier circuit 30 is stepped up / down by the voltage regulator circuit 36, converted into AC by the inverter 38, and can drive the induction machine 56. The induction machine 56 includes a compressor 58 for compressing a refrigerant.
It is connected to the. The compressor 58 is controlled by a refrigerator controller 70. Also,
The induction machine 56 can be supplied with a commercial AC voltage of 200 V or more from an outlet 52 outside the vehicle via a relay 54.

The engine 20, the bidirectional DC-DC converter 34, the pressure regulating circuit 36, and the inverter 38
It is controlled by U40. The ECU 40
The vehicle speed, the shift position of the transmission 26, the engagement / disengagement of the clutch 24, the number of revolutions of the engine 20, the throttle opening, and an exhaust brake switch signal for turning on / off the exhaust brake are input to the engine. A throttle actuator signal for opening is transmitted. Further, the ECU 40 receives the voltage value Vb of the battery 32, sends a charge / discharge control signal to the bidirectional DC-DC converter 34, and sends a voltage regulation control signal to the pressure regulation circuit 36. And an inverter control signal to the inverter 38. Further, the ECU 40 is provided with an external power supply signal for notifying the presence or absence of connection of the external power supply.
It is configured such that a refrigerator operation signal from 0 is added.

Referring to FIG. 2, rectifying circuit 30 and pressure regulating circuit 3
6. The configurations of the bidirectional DC-DC converter 34 and the inverter 38 will be described in more detail. Rectifier circuit 3
Reference numeral 0 denotes a bridge circuit including six diodes so as to rectify the 200 V three-phase AC voltage generated by the three-phase AC generator 22, and a smoothing capacitor for smoothing the voltage. Bidirectional DC-DC converter 3
Reference numeral 4 denotes a transistor TR3 which drops the power from the rectifier circuit 30 to the battery 32 by chopping and charges it, a transistor TR4 which boosts and discharges the power from the battery 32 by chopping, and a reactor L. I have. The pressure regulating circuit 36 includes an insulating transformer T having a one-to-one winding ratio, a transistor TR1 provided on the primary side of the insulating transformer T, and a transistor TR2 provided on the secondary side. TR1 is
The input / output voltage is configured to be adjusted. The inverter 38 includes a bridge circuit composed of six transistors for converting the DC power supplied from the voltage regulating circuit 36 into three-phase AC, a circulating diode connected in parallel to each of the transistors, and a temporary power supply. And a capacitor to be stored. When commercial power is supplied from outside while the engine is stopped, the induction machine 56 is driven by the power, the power is converted to DC by the inverter 38, and the power is converted by the TR 2 of the pressure regulating circuit 36 to TR 2. The voltage is adjusted, and the battery 32 is charged via the bidirectional DC-DC converter 34.

In the insulated vehicle, while the engine 20 is rotating, the induction machine 56 is driven by the electric power generated by the generator 22. The induction machine 56 is configured to be rotated by a 200 V AC voltage. Furthermore, when the commercial power is not supplied from the outside while the engine is stopped, the electric power of the battery is supplied to the induction machine 56 via the bidirectional DC-DC converter 34. Furthermore,
During the rotation of the engine of the cold storage vehicle, the electric power from the generator 22 is supplied to the induction machine 56 side, but the electric power from the battery is supplementarily supplied according to the running state (load state) of the vehicle. It has become.

By adjusting charging / discharging of the battery 32 according to the condition of the vehicle, the generator 22 generates electric power with higher efficiency than fuel consumption, and uses electric power efficiently. . The power control by the ECU 40 is shown in FIG.
This will be described with reference to flowcharts of FIGS.

First, the ECU 40 inputs various signals such as the vehicle speed described above with reference to FIG. 1 (S12). Next, it is determined whether the cooling water temperature of the engine 20 is high (S14).
While the water temperature is so low that no load can be applied to the engine (S14
Is No), the amount of power generated by the generator 22 is set to zero (S1).
8). On the other hand, if the water temperature becomes sufficiently high (S14
s), it is determined whether the vehicle speed is zero, that is, whether the vehicle is stopped (S2).
0). Here, while the vehicle is stopped (Yes in S20), the stop-time power generation control is executed (S100). The stop-time power generation control will be described with reference to FIG. 4 showing a subroutine of the process.

In the stationary power generation control, a target engine speed and a generated torque Tg are set based on the battery capacity (SOC) of the battery 32 (S102). Generation torque T
g corresponds to the amount of current rectified by the rectifier circuit 30 from the power from the generator 22. . Here, when the power of the battery 32 is used and the battery capacity (SOC) is lowered, an engine speed higher than that during normal idling is set as the target speed, and a relatively large power generation torque Tg is set. Is done. Conversely, when the battery capacity (SOC) of the battery 32 is sufficiently remaining, the engine speed during normal idling is set as the target speed, and a relatively small power generation torque Tg is set. FIG. 10 held in the ECU 40
(B) generated torque T for each engine speed as shown in FIG.
From the map of g-voltage Vg, the generated torque (current amount) Tg
Is searched for (S104). In this embodiment, since the bidirectional DC-DC converter 34, the pressure regulation circuit 36, and the like are controlled based on the voltage, the current (power generation torque Tg) cannot be directly adjusted. For this reason, a target voltage Vg serving as the target power generation torque Tg is obtained, and the voltage is controlled to the target value as described later. Here, the target voltage Vg is a voltage value at the output terminal of the rectifier circuit 30 as shown in FIG.

If the vehicle is running and the vehicle speed is not zero, the determination at step 20 shown in FIG. In step 22, it is determined whether the clutch is off or the transmission 26 is in neutral. If the clutch has not been disengaged and has not been neutralized (No in S22), it is determined whether the accelerator pedal has been depressed (S24).
Here, when the accelerator is depressed and the vehicle is running normally (No in S24), the ECU 40 performs the normal power generation control (S200).

The normal power generation control will be described with reference to FIG. 5 showing a subroutine of the process. ECU40
First, a map (not shown) is retrieved from the throttle opening and the rotation speed of the engine 20 to estimate the torque Ta generated in the engine (S202). Then, an optimal line that can generate the highest torque with respect to the fuel consumption based on the rotation speed of the engine 20 is set (S204). This optimal line is a curve having a value lower than the maximum torque Tmax of the engine in the engine speed-torque curve shown in FIG. Then, the estimated engine torque Ta
Torque (generated current) Tg from the difference between
Set. That is, in this embodiment, the engine is driven on an optimal line with the highest fuel efficiency as described later. Here, since the current engine torque (estimated torque) is the torque necessary for vehicle running, the difference between the estimated torque and the torque generated on the optimal line, that is, the surplus torque is positively generated. This is distributed to the generator 22 for power generation. Finally, the generated torque (current amount) T
The target voltage Vg for generating g is obtained from the map described above with reference to FIG. 10B (S208).

Here, step 22 shown in FIG.
When it is determined that the clutch is off or neutral, when the clutch is off or in neutral (Yes in S22), the shift of the transmission 26 is in progress.
Performs the transient power generation control (S300).

This transient power generation control will be described with reference to FIG. 6 showing a subroutine of the process. ECU40
First estimates the next speed from the speed and vehicle speed of the engine 20 and the speed immediately before the clutch is disengaged (S
302). For example, when the speed is 3rd speed, and the engine speed increases and the vehicle speed also increases, 4
I guess it will be shifted up fast. On the other hand, when the shift speed is the third speed, and the engine speed is decreasing and the vehicle speed is also decreasing, it is assumed that the gear is shifted down to the second speed.

Next, a target value of the rate of change of the engine speed is set from the engine speed and the estimated gear position (S304). For example, as shown in FIG. 11, when the engine speed is 2000 when the clutch is disengaged and the gear is switched from the third speed to the fourth speed, 1500 rotations are set as the target speed value. Then, it is determined whether the current gear ratio (deceleration) is larger than the target value (S
306). Here, when the current speed change ratio (deceleration) is larger than the target value, that is, when the upshift is performed as described above with reference to FIG. 11, the engine speed decreases, and the power generation amount needs to be reduced. (Yes in S306), the process proceeds to step 310, in order to reduce the power generation torque Tg,
A process of increasing the generated voltage Vg (Vg = Vg + α) is performed.
Here, α indicates the amount of change in voltage in a constant cycle. On the other hand, when the current speed change ratio (deceleration) is smaller than the target value, that is, when the shift down is performed, the engine speed is increased, and the power generation amount can be increased (No in S306),
The process proceeds to step 308 to perform a process of lowering the generated voltage Vg (Vg = Vg-α) in order to increase the generated torque Tg.

In this embodiment, when the speed is shifted up and the engine speed decreases, the amount of electric power charged to the battery is reduced and the generator load on the internal combustion engine is reduced. Conversely, when the engine is downshifted and the engine speed is increased, the amount of electric power charged to the battery is increased. For this reason,
The shift speed of the transmission can be smoothly changed.

Here, step 24 shown in FIG.
When it is determined that the accelerator pedal is depressed, when the foot is released from the accelerator pedal (S24: Y
es) Since the vehicle is being decelerated by the engine brake, the ECU 40 performs power generation control during deceleration (S40).
0).

The power generation control during deceleration will be described with reference to FIG. 7 showing a subroutine of the processing. First, E
The CU 40 determines whether the exhaust brake switch that enables the operation of the exhaust brake has been turned on (S402). Here, until the exhaust brake switch is turned on (S
402 is No), it is determined whether the brake pedal is depressed (S412). Before the brake is depressed (S412 is N
o) In order to continue deceleration by the engine brake as it is, the value before the start of deceleration is maintained as the generated voltage Vg (S).
416). On the other hand, if the brake is depressed (S412: Yes), the regenerative power generation amount is gradually increased (S41).
4). That is, in order to increase the power generation torque Tg and perform regenerative power generation in which the output of the engine (inertial force of the vehicle) is converted into electric power, the power generation voltage Vg is reduced (Vg = Vg−α), and the amount of α is gradually reduced. To increase the regenerative power generation. As a result, the inertial energy of the vehicle is efficiently converted into electric energy and stored in the battery 32 within a range where the driver does not feel uncomfortable. That is, if the regenerative amount is increased from the beginning, a large deceleration force is applied.

On the other hand, when the exhaust brake switch is turned on by the driver, the determination whether the switch is on in step 402 described above is Yes, and the process proceeds to step 406. In step 406, it is determined whether the brake pedal is depressed. Before the brake is depressed (S406 is Ye
s) The generated voltage Vg is set to the maximum value Vgmax such that the regenerative power generation amount is maximized and the generated torque Tg is maximized.
(S410). Here, since the driver turns on the exhaust brake and intends to apply the brake strongly, the generator voltage is adjusted so that the maximum regenerative power is obtained from the beginning. Then, when the brake is depressed (S406: Yes), the exhaust brake is opened and the regenerative amount is increased (S408). This allows
The inertia energy of the vehicle is efficiently converted to electric energy and stored in the battery 32.

Steps 100, 200 and 30 described above
Following the processing at steps 0 and 400, step 5 shown in FIG.
At 00, the maximum charge / discharge amount is determined according to the battery state. The process of determining the maximum charge / discharge amount will be described with reference to FIG. 8 showing a subroutine of the process. First, E
The CU 40 controls the battery (battery 32) capacity (SOC),
It is calculated by integrating the charge / discharge current of the battery 32 (S502). As shown in FIG. 12A, when the SOC decreases, the discharge amount decreases, and when the SOC decreases, the chargeable amount increases. Next, according to the battery capacity, the maximum charging current Ibmax, the maximum discharging current Ibmax
, And the maximum battery voltage Vbmax and the minimum battery voltage Vbmin are determined (S504). The relationship between the maximum charging current Ibmax and the maximum discharging current Ibmax and the battery SOC will be described with reference to FIG. As shown in the figure, when the battery SOC is high, the maximum charging current Ibmax
Decreases, and conversely, the maximum discharge current Ibmax increases. On the other hand, when the battery SOC is low, the maximum charging current I
bmax increases and the maximum discharge current Ibmax decreases. In the present embodiment, the ECU 40 holds a map having the contents shown in FIG.
Maximum charging current Ibmax and maximum discharging current I according to OC
Determine bmax.

Subsequently, the ECU 40 determines whether the battery (battery 32) is discharging (S506). During battery discharge (Yes in S506), it is determined whether the minimum battery voltage Vbmin is higher than the current battery voltage Vb or the maximum discharge current Ibmax is smaller than the current discharge current Ib (S512). Here, the minimum battery voltage Vbmin is lower than the current battery voltage Vb, and the maximum discharge current Ibmax
Is larger than the current discharge current Ib (No in S512), the battery can be continuously discharged, and thus the process ends.
On the other hand, when the minimum battery voltage Vbmin is higher than the current battery voltage Vb or the maximum discharge current Ibmax is smaller than the current discharge current Ib (Yes in S512), the battery cannot be discharged. The amount of boosting of the voltage by the transistor TR4 of the bidirectional DC-DC converter 34 is reduced and the discharge amount is adjusted so as to be appropriate for the capacity (SOC) of the battery 32 (S514).

Here, while the battery 32 is being charged, the determination of whether the battery is being discharged in step 506 is No, and the process proceeds to step 508. In step 508, the current charging current Ib is larger than the maximum charging current Ibmax, or the current battery voltage Vb is changed to the maximum battery voltage Vbma.
It is determined whether it is higher than x (S512). Here, when the charge continuous current Ib is smaller than the maximum charge current Ibmax and the current battery voltage Vb is lower than the maximum battery voltage Vbmax (No in S508), the process ends because the battery can be continuously charged. On the other hand, when the charging current Ib is larger than the maximum charging current Ibmax, or when the current battery voltage Vb is higher than the maximum battery voltage Vbmax, the battery cannot be charged (S508: Yes).
The amount of step-down of the voltage by the transistor TR3 of the bidirectional DC-DC converter 34 shown in FIG.
510).

In step 30 shown in FIG. 3 subsequent to the processing in step 500, the ECU 40 calculates an additional amount of the throttle opening. That is, in step 100 or step 200, in addition to the load (torque) for running the vehicle and the torque required for normal idling,
Since the torque of the engine 20 is determined so as to generate the torque consumed by the generator 22, the amount of the accelerator added to the accelerator opening by the driver's operation of the accelerator pedal is determined so as to generate the determined torque. Calculate the opening. Then, a value obtained by adding the additional accelerator opening is instructed to the throttle actuator (S32). As a result, the engine 20 efficiently generates the surplus torque required for power generation.

Finally, the ECU 40 executes a substation control for controlling the inverter 38 and the like. This substation control will be described with reference to FIG. 9 showing a subroutine of the process. First, the ECU 40 determines whether commercial AC power is being supplied via the outlet 52 shown in FIG. 1 (S602). Here, when power is supplied from the outside (Yes in S602), the DC-AC conversion by the inverter 38 shown in FIG. 2 is stopped, and the external power is converted to DC via the inverter 38 to adjust the pressure. The direct current is reduced by the circuit, and the battery 32 is charged through the bidirectional DC-DC converter 34 (S606). At this time, the induction motor 56 for operating the compressor is driven by the external commercial AC power.

Here, when it is not connected to the commercial power supply (S602: No), it is determined whether there is a request for power supply to the induction machine (S604). Here, when there is no request for power supply, for example, while cooling is not performed in the cold-held vehicle (No in S604), the operations of the inverter 38 and the pressure regulation circuit 36 are stopped (S608). On the other hand, if there is a request for power supply (S604: Yes), the vehicle operates while operating the inverter 38 and the pressure regulation circuit 36 while charging the battery 32 or receiving power from the battery 32 as described above. The power supply to the induction machine (AC load) 56 is continued so as to minimize the fuel consumption in conformity with the above situation.

FIG. 13 is a circuit diagram showing a voltage regulating circuit 134 and an AC-DC converter 1 of a vehicle power generator according to a second embodiment of the present invention.
30 and an inverter 138 are shown. The first mentioned above
In the embodiment, the generator 22 is driven by the internal combustion engine, and the compressor for the cooling device is driven by the induction machine 56. On the other hand, in the second embodiment, the motor generator 122 is driven by the internal combustion engine to generate electric power, and the motor generator 122 drives a compressor for an air conditioner. That is, in the second embodiment, when the motor generator 122 is used as an electric motor, the clutch is disengaged from the engine, not shown, and rotation to the internal combustion engine is not allowed. An allowable one-way clutch or the like is provided.

In the vehicle power generator of the second embodiment, power is generated by the motor generator 122 while the engine is rotating.
The AC power generated by the motor generator 122 is AC-
The DC voltage is converted by the DC converter 130 into a DC voltage.
At 4, the voltage is reduced and stored in the battery 32. Also, it is converted into 100V commercial AC power by the inverter 138,
The power is supplied to household electric appliances such as a television and a microwave oven through the outlet 152.

On the other hand, while the engine is stopped, the battery 32
DC power is boosted by the pressure regulating circuit 134, and AC-D
It is converted into AC by the C converter 130, and the motor generator 12
2 to drive the compressor for the air conditioner. At the same time, the power is converted into 100 V commercial AC power by the inverter 138 and supplied to the outlet 152.

The rectifier circuit of the first embodiment and the pressure regulator circuit 36 may be integrated, and rectification and pressure regulation may be performed simultaneously by a transistor bridge. In this case, bidirectional DC-DC
The converter 34 is connected to the output terminal of the transistor bridge in parallel with the smoothing capacitor. Further, in this embodiment, an example is described in which a gasoline internal combustion engine is used as the engine, but it goes without saying that a diesel engine can be used as the internal combustion engine. Here, when the diesel engine is used, the fuel supply amount is directly controlled instead of the throttle opening. Further, in the above-described embodiment, the induction machine is described as the AC load, but the present invention can correspond to various AC loads.

[0041]

As described above, according to the first aspect of the present invention, since the AC generator generates an AC higher than the supply voltage to the AC load, power can be supplied to the AC load with high efficiency.

According to the second aspect of the present invention, since the amount of fuel that generates the highest torque with respect to fuel consumption is supplied to the internal combustion engine, it is possible to efficiently generate power using the output of the internal combustion engine. Becomes

In the vehicle power generator according to the third aspect, when the number of rotations of the engine to be shifted up is reduced, the amount of electric power charged to the battery is reduced, and the generator load on the internal combustion engine is reduced. Conversely, when the number of rotations of the internal combustion engine to be shifted down increases, the amount of electric power charged to the battery is increased. For this reason, the gears of the transmission can be smoothly switched.

In the vehicle power generator according to the fourth aspect, when the ON state of the exhaust brake switch is detected, the amount of electric power charged to the battery is increased and the amount of regeneration is increased, so that power can be generated with high efficiency.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a cold-storage vehicle equipped with a vehicle power generation device according to a first embodiment of the present invention.

FIG. 2 shows a rectifier circuit, a pressure regulator circuit, and a bidirectional DC-
It is a circuit diagram of a DC converter and an inverter.

FIG. 3 is a flowchart showing main processing by an ECU shown in FIG. 1;

FIG. 4 is a flowchart showing a subroutine of a stationary power generation control shown in FIG. 3;

FIG. 5 is a flowchart showing a subroutine of normal power generation control shown in FIG.

6 is a flowchart showing a subroutine of the transient power generation control shown in FIG.

FIG. 7 is a flowchart illustrating a subroutine of power generation control during deceleration shown in FIG. 3;

FIG. 8 is a flowchart showing a subroutine of a process for determining a maximum charge / discharge amount based on a battery state shown in FIG. 3;

9 is a flowchart showing a subroutine of the substation control shown in FIG.

FIG. 10A is a graph showing the relationship between the engine speed and the torque, and FIG. 10B is an explanatory diagram showing the contents of a map held by the ECU.

FIG. 11 is a graph showing the relationship between engine speed and time during gear shifting.

FIG. 12A is a graph showing a relationship between a power generation amount and a load amount, and FIG. 12B is a graph showing a relationship between a battery SOC and a maximum charge / discharge current.

FIG. 13 is a circuit diagram of a pressure regulating circuit, an AC-DC converter, and an inverter of the vehicle power generator according to the second embodiment of the present invention.

[Explanation of symbols]

 Reference Signs List 20 engine 22 generator 24 clutch 26 transmission 30 rectifier circuit 32 battery 34 bidirectional DC-DC converter 36 pressure regulator circuit 38 inverter 40 ECU 52 outlet 56 induction machine 58 compressor

Continued on the front page (51) Int.Cl. ⁶ Identification code FI H02M 3/28 H02M 3/28 H H02P 9/04 H02P 9/04 M

Claims (5)

[Claims] 1. An AC load, an AC generator driven by an internal combustion engine of a vehicle to generate AC, a rectifier for converting AC generated by the AC generator to DC, and a battery storing power. A voltage raising / lowering device that electrically connects the rectifier and the battery, raises and lowers a voltage between the rectifier and a battery terminal, and charges / discharges the battery; the rectifier and the AC load And a DC-AC converter for converting DC into AC. 2. A control device for controlling an internal combustion engine, a map holding a fuel amount that generates the highest torque with respect to fuel consumption at each rotation speed of the internal combustion engine, an AC load, and an internal combustion engine of a vehicle. An AC generator driven by the AC generator to generate an AC; a rectifier for converting the AC generated by the AC generator into a DC; a battery for storing the power rectified by the rectifier; A voltage raising and lowering device for electrically connecting the batteries and raising and lowering the voltage between the rectifier and the battery terminals, and charging / discharging the battery; disposed between the rectifier and the AC load; A DC-AC converter for converting DC to AC, wherein the control means supplies the internal combustion engine with an amount of fuel that generates the highest torque with respect to fuel consumption based on the map. Vehicle power generating apparatus according to claim and. 3. The vehicle power generator includes: clutch detection means for detecting engagement / disengagement of a clutch disposed between the internal combustion engine and a transmission; and a shift stage when a clutch is depressed based on a change in vehicle speed. And a gear position estimating means for estimating whether the gear is to be shifted up or down. When the clutch is stepped on and the upshift is predicted by the gear position estimating means, the voltage raising / lowering device The vehicle power generator according to claim 2, wherein the voltage raising / lowering device increases the amount of electric power charged to the battery when the amount of electric power charged to the battery is reduced and a downshift is predicted. 4. The vehicle power generator includes: a brake detection unit that detects on / off of an exhaust brake switch; and when the brake detection unit detects that the exhaust brake switch is on, the voltage raising / lowering device Increases the amount of electric power charged to the battery.
Vehicle generator set. 5. An AC motor generator for driving a load and generating an alternating current driven by an internal combustion engine of a vehicle, a battery for storing power, a voltage raising and lowering a voltage to charge and discharge the battery. A DC-AC converter for converting the AC generated by the AC motor generator into DC and converting the DC boosted by the voltage raising / lowering device into AC to drive the AC motor generator. And an inverter circuit connected to the voltage raising / lowering device and the DC-AC converter, converting DC into commercial AC power and supplying the AC power to the outside.