JPS6115535A - Generation control system of alternator - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention provides a power source for a vehicle that charges a battery using energy generated by an alternator directly connected to a vehicle drive engine and also supplies current to a vehicle load. This invention relates to a power generation control system for an alternator in a system.

[Conventional technology]

In recent years, DC generators have been replaced by three-phase alternating current generators (alternators), which are used to charge batteries in automobiles and supply current for various vehicle electrical loads while the vehicle is running. It converts alternating current into direct current and outputs it.

An example of such a conventional alternator power generation control system is shown in FIG. 7, for example.

This is published in the Nissan Sedrik/Gloria circuit diagram/wiring diagram bundle published by Nissan Motor Co., Ltd. in 1979. 3, when the voltage of the battery 1 is lower than the set voltage (hereinafter referred to as "adjusted voltage") of this IC regulator B, the current is switched to flow through the rotor coil 4, and at that time, the voltage is switched to the stator coil 5. The generated three-phase power generation output is converted into a full-wave rectifier circuit SR.
, to charge the battery 1.

Then, when the voltage of the battery 1 rises and becomes equal to or higher than the regulated voltage of the IC regulator 3, control is performed so that no current flows through the rotor coil 4 and one power generation is stopped.

[Problem that the invention seeks to solve]

However, in such conventional alternator power generation control systems, alternator power generation control was performed only based on changes in battery voltage, so it was not possible to control the alternator's power generation based solely on changes in battery voltage. , various types of Rai 1-.

Appropriate power generation control cannot be performed depending on the usage status of the vehicle's electrical loads such as wipers, resulting in a decrease in torque during acceleration or a decrease in fuel efficiency. When the vehicle is operating with a large electrical load, there are problems such as insufficient charging of the battery.

[Means for solving problems]

In order to solve the above-mentioned problems, the alternator power generation control system according to the present invention includes a means for detecting the driving state of the vehicle, a means for detecting the operating state of the electric load, and a means for detecting the operating state of the electric load. The alternator includes means for setting a signal for controlling the amount of power generated by the alternator, and means for controlling the rotor coil current of the alternator based on the control output signal set by the means.

[For production]

The alternator power generation control system according to the present invention has the above-mentioned configuration, sets a signal for controlling the amount of power generation according to the operating state of the vehicle and the usage state of the electric load, and controls the rotor coil current of the alternator using the signal. Optimal control of power generation.

"Example" Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 is a circuit diagram showing an embodiment of the present invention,
Components corresponding to those in FIG. 7 are given the same reference numerals.

First, to explain the configuration of this embodiment, alternator 2
The stator coil 5 has its DC output connected to terminal B on the + side via a three-phase full-wave rectifier SR, and on the - side to terminal E.
connected to and grounded. Further, the stator coil 5 has its DC output side connected to one end of the rotor coil 4 via an auxiliary rectifier SR2, and is also connected to a terminal.

The other end of the rotor coil 4 is connected to the collector of a power transistor Q whose emitter is grounded. and,
The base of this power transistor Q is connected to a terminal S via a resistor R, and the alternator power generation control unit 6
A control output signal from the rotor coil 4 is applied to the power transistor Q via this terminal S to control the current flowing through the rotor coil 4.

The cathode side of the battery 1 is grounded, and the anode side is connected to the shunt 1 via a resistor 7 to a terminal B of an alternator 2. Power is supplied from this terminal B to a vehicle electrical load 10 (actually, there are various loads such as an audio device, a compressor, various lights, wipers, etc.) via a shunt resistor 8 and a normally closed contact of a load relay 9. Ru.

Therefore, when the no-load voltage of the battery 1 itself is lower than the DC output value of the alternator 2, the battery 1 is charged by the alternator 2, and conversely, when it is higher than the DC output value of the alternator 2, the battery 1 is charged toward the vehicle electrical load 10. Discharged.

Of course, it is discharged while the engine is stopped, or when the engine speed is high and the excitation by the rotor coil 4 is strong and the output voltage of the alternator 2 is sufficient, the alternator 2
charges the battery 1 and simultaneously supplies current to the vehicle electrical load 10.

The load relay normally does not operate, but in the event of an abnormality, for example, alternator 2 is unable to generate electricity, the coil is disconnected, or the full-wave rectifier S
When an abnormality occurs such as deterioration of R, or when the voltage VB of the battery 1 is abnormally low, it is temporarily activated by the alternator power generation control unit 6, which will be described later, and turns off its normally closed contact 9b. .

Battery 1 positive (also ignition switch S)
A charge lamp 11 is connected between this terminal and a terminal of the alternator 2 via W and a diode D, and a current for initial excitation of the rotor coil 4 at the time of starting the engine is connected between this terminal and the terminal B. A normally closed contact 12a of the switching relay 12 is interposed to supply this.

This switching relay 12 is configured so that, in addition to starting the engine, the voltage VL at the terminal is the voltage VB of the battery 1 (the voltage at terminal B).
For example, if one of the auxiliary rectifiers SR2 in the alternator 2 is damaged,
I1 by the alternator power generation control unit 6, which will be described later.
The normally closed contact 12a is turned on, and this contact 12
Power is supplied from the battery 1 to the rotor coil 4 through a.

The alternator power generation control unit 6 is CI) Ul 3
, RAM14. It is equipped with a microcomputer consisting of a ROMI S and a 10 unit 16, which takes in various data from the outside via the I10 unit 16, and also loads a load relay S.

The Imm times signal is outputted to each coil of the switching relay 12 and to the pull-up solenoid 1, and also to the power transistor Q in the alternator 2 via the power generation 1 drive circuit 17.
A control output signal C8 is output to the base of the .

This alternator power generation control unit 6 includes a battery 1
A voltage v7 appearing across the shunt resistor 7 for detecting charging/discharging current and a voltage v8 appearing across the shunt resistor 8 for detecting the load current flowing to the vehicle electrical load 10 are input, respectively. In addition, the detection signal Tw of the water temperature sensor, the on/off signal of the throttle valve switch, the engine rotation speed N,
Vehicle speed signal vsp from speed sensor, battery voltage V
Various data such as the voltage VL of the B and L terminals are also input.

Next, the operation of this embodiment will be explained.

The alternator power generation control unit 6 uses a microcomputer to detect the usage of the vehicle electrical load from each terminal voltage of the shunt resistors 7 and 8, and detects the water temperature sensor output Tw, the idle switch on/off signal, the engine rotation speed N, Based on data such as vehicle speed (PS), the operating state of the vehicle, for example, whether it is stopped, running steadily, accelerating, decelerating, idling, warming up, etc. is determined.

Then, a control signal C8 is set according to the detection results, which is D/A converted by the power generation drive circuit 17 and output to the base of the transistor Q, controlling the current of the rotor coil 4 and generating power of the alternator 2. Control quantity.

C, P U 13 of this alternator control unit 1-6
The operational block diagram will be explained with reference to the flowcharts shown in FIGS. 2 to 6.

Figure 2 is the main routine, Figure 3 is the subroutine for determining water temperature, Figure 4 is the subroutine for determining the vehicle electrical load state, Figure 5 is the main routine for determining the operating state, and Figure 6 is the subroutine for setting the power generation control output. shows.

CI) Ul3 includes a 4-bit first flag register (3 bits used) used for judgment in the main routine of Fig. 2 and an 8-bit flag register for storing judgment results in the subroutines of Figs. 6 to 5. A second flag register (using 6 bits) is provided.

The first flag register is assigned the flag contents of each pin as shown in Table 1, and is initially in the first state.
The state is initialized to "011", and then alternately changes to the second state "100" and the first state 011" each time the main routine shown in FIG. 2 is executed once.

The second flag register in Table 1 stores the flag contents of each person in the second flag register.
The flags are allocated as shown in the table, and each flag becomes 1'' or 0'' depending on the judgment results shown in FIGS. 6 to 5.

First, we will explain the main routine in Fig. 1.When the ignition switch SW is turned on and this routine changes to star 1, the first flag register is set to the first flag register.
is initialized to the state "011".

Then, in step 1, the flag AIDC is checked, and since it is 1'', proceed to step 2, where the A/D converts the various input signals mentioned above into digital data.
After performing the conversion, proceed to step 3 and check the flag SET.

Since this flag SET is also set to 1', the system sequentially performs water temperature determination, vehicle electrical load state determination, and driving state determination (details of these subroutines will be described later) in steps 4 to 6, and then proceeds to step 7. Check the flag ACGC.

Since this flag ACGC is "0", step 8 is skipped, and step 9 sets the first flag register to the second state "100" and returns to the start.

Then, the flag ADC is checked again in step 1, or since it is 0'' this time, A/D conversion is performed, but the process proceeds to step 38 and the flag SET is checked.

Since this flag S ET is also 0', skip steps 4 to 6 and proceed to step 7, and set the flag ACGC.
Check.

Since this flag ACGC is 1'', proceed to step 8 to set the power generation control output (details of this subroutine will be described later), and then in step 9 set the first flag register to the first state '011''. At the same time, clear the flags other than FIdl and FId2 in the second flag register and return to the start. 5. Repeat these operations to perform A/D conversion of various inputs and perform various determinations in steps 4 to 6 based on the data. and the power generation control output setting in step 8 are executed alternately.

Next, the water temperature determination subroutine in step 4 will be explained with reference to FIG. .

Next, in step 11, it is determined whether or not the water temperature Tw is below the set value. If it is below the set value, the flag FTwi'l'' is set in the second flag register in step 12. If it is not below the set value, step 13 Set the flag F Tw to 0''.

Further, in step 14, it is determined whether or not the engine rotation speed N is smaller than a predetermined engine rotation speed N]i I).
5, set the fract N of the second flag register to 1'',
If it is not smaller, the fract N is set to 0'' in step 16.

Next, the subroutine for determining the vehicle electrical load state in step 5 of FIG. 2 will be explained with reference to FIG.

In this routine, it is determined in step 17 whether the vehicle electrical load usage is greater than or equal to the set value, and if it is greater than or equal to the set value, the flag FLoad of the second flag register is set to 1'' in step 18, and the amount of electricity used is less than the set value. Dengere sets the flag F Load to 0'' in step 19.

Next, the subroutine for determining the operating state in step 6 of FIG. 2 will be explained with reference to FIG.

First, in step 20, the state of the throttle valve switch (1, which is ON only when the thrower 1 valve is fully closed) is determined.

As a result, the throttle valve switch changes from OFF to OFF.
When it becomes N, go to step 21; when it changes from ON to OFF, go to step 22; when it remains ON, go to step 23,
If it remains OFF, proceed to step 24 by one step.

Then, in step 21, the flag FTd of the second flag register is set to 1'', and in step 22, the flag FIdl is also set to 0'.In addition, in step 23, the flag FId2 is set to 1', and in step 24, the flag F , set Id2 to 0''.

Further, when step 21 is executed, the process proceeds to step 25, where it is determined whether the vehicle speed is less than or equal to a set value.

If it is less than the set value (for example, during traffic jams), set the flag FVSI) to 1'' in step 26, and if it is not less than the set value (
For example, when decelerating) set the flag FVSP to 0'.

When step 23 is executed, the vehicle speed is similarly determined in step 28, and if it is less than the set value (during traffic jams), the fract V S P is set to 1'' in step 29, and if it is not less than the set value (during deceleration). ) flag FVSP in step 30
to "o".

When step 22 is executed (at acceleration) and step 24
When executing (during low speed steady driving or accelerating from medium to high speed)
Then, the process returns to the main routine without determining the vehicle speed.

Next, the subroutine for setting the power generation control output in step 8 in FIG. 2 will be explained with reference to FIG. 6.

First, in step 31, it is determined whether the engine rotational speed N is 0, that is, the engine is stopped. If NO, then in the next step 32, it is determined whether the flag FN is 1" (during cranking).

When N=0 or FN=1, the process proceeds to step 33 without setting the voltage of the control output signal, and returns to the main routine without outputting the control output signal and causing the alternator to generate no power.

If the engine rotation is equal to or higher than the predetermined idle rotation speed, the process proceeds to step 34, where the battery voltage VB shown in FIG. 1 is compared with the voltage at the L terminal, VL. The process then operates the relay 12 to turn on its normally closed contact 12a, turning on a check lamp (red) (not shown), and then proceeds to step 37. VL)VB
If so, the process immediately advances to step 37.

In step 37, the amount of power generated by the alternator 2 is detected, and in step 38, it is determined whether the amount of power generated is more than a set value,
If it is equal to or greater than the set value, the process directly proceeds to step 39, but if it is not equal to or greater than the set value, the process proceeds to step 40/\\.

In step 40, the battery voltage VB is compared with a preset low set voltage Vs1, and it is determined that VB>Vs1.
If so, proceed to step 39, but if V B > V s
If not, the process proceeds to step 41.42, where a check lamp (not shown) (green) is lit, the load relay 9 shown in FIG. 1 is activated, and its normally closed contact 9b is turned off.

In this case, the process proceeds to step 43 without making the determination in step 39, and sets the control output signal to "voltage high".

In step 39, the contents of each flag in the second flag register are checked, and depending on the contents, steps 43 to 4 are
Decide which of 5 to proceed.

That is, the content of each flag in the second flag register is determined by dividing it into the combinations A, B, and C shown in Table 3. If it is A, the process goes to step 43, if it is B, the process goes to step 44, and if it is B, the process goes to step 44.
If so, the process advances to step 45, and in each step, the control signals are set to "high voltage,""mediumpressure," and "low voltage."

Table 3 Further, after setting this control output signal, step 46 or 47
The battery voltage is compared with a predetermined high set voltage VS2, and if V B < VS 2, the process proceeds to step 47 or 49 where a control output signal is output and power generation is started.
If B < VS 2, no control output signal is output and the alternator 2 is not allowed to generate electricity.

〔Effect of the invention〕

As explained above, according to the present invention, a microcomputer is used in the alternator's power generation control unit to detect the driving state of the vehicle and the usage state of the electric load, and based on the detection results, the rotor coil of the alternator is Since the amount of power generated by the alternator is controlled by controlling the current, it is possible to appropriately control the power generation of the alternator according to the operating conditions of the 41 cars and the vehicle electrical load usage condition.

This prevents a decrease in torque during acceleration and increases the amount of power generation during deceleration, thereby improving fuel efficiency and resolving insufficient supply current for the electrical load.

[Brief explanation of drawings]

Eleventh? 1 is a circuit diagram showing one embodiment of the present invention;
6 to 6 are flowcharts of the main routine and each subroutine of the operation block executed by the CPU of the alternator power generation control unit 1 to 1 in the embodiment of FIG. 1, and FIG. 7 is a flowchart of the conventional alternator power generation FIG. 2 is a circuit diagram showing an example of a control system. 1...Battery 2...Alternator 4...
Rotor coil 5, stator coil 6, alternator power generation control unit S, load relay 10, vehicle electrical load 12,
Switching relay Q...Transistor SW/Ignition switch Figure 3 Figure 4

Claims (1)

[Scope of Claims] 1. In a vehicle power supply system that charges a battery using energy generated by an alternator and also supplies current to a vehicle electrical load, there is provided a means for detecting the operating state of the vehicle; means for detecting the usage state; means for setting a signal for controlling the amount of power generated by the alternator according to the detection results by the two detection means; and a control signal set by the means for controlling the rotor coil of the alternator. 1. A power generation control system for an alternator, comprising means for controlling current.