JPS61171879A - Alternator control device - Google Patents

Abstract

PURPOSE:To increase the number of cranking revolutions and to provide excellent starting properties, by a method wherein, when an engine is under cranking, the generating function of an alternator is stopped. CONSTITUTION:When a signal from a rotation detecting means 9 is inputted to an electronic control device 7, the electronic control device 7 decides whether 5 seconds or more have elapsed after completion of a complete explosion, and during a time in which 5 seconds have not elapsed, a transistor 6 is shifted to a non-energizing state. Therefore, the feed of the power source of a battery 3 to the IG terminal of an IC regulator 2 is stopped, the transistor Tr1 is turned OFF, and the generating function of an alternator 1 is stopped. Since, in this state, the alternator 1 is brought to a loose state, the mechanical load of the alternator for an engine is substantially removed, and a load of an engine starter is relieved, resulting in an increase in the number of cranking revolutions.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Field of Application 1] The present invention relates to an alternator control device used in an engine of an automobile or the like.

L Prior Art 1 In modern automobiles, it is common to use an alternator in the battery charging system, and to adjust the voltage of the alternator using a regulator.

Note that the conventional regulator has its power input terminal connected to a driving power source (battery) via an engine switch (ignition switch), and once the engine switch is turned on.

Driving power is constantly supplied to the regulator. Therefore, the generation function of the alternator is stopped when the voltage at the charging terminal of the alternator, in other words, the voltage of the battery connected to this charging terminal exceeds a preset adjustment voltage. Limited.

By the way, the alternator is driven using part of the engine's power.

The load on the engine is different when the alternator is generating electricity and when it is not generating electricity. Therefore, if only the above control is performed, the alternator will be in a power generation state even during cranking, and a mechanical load will be applied to the engine starter.

There is a problem in that the cranking rotation speed decreases and starting performance deteriorates.

In addition, as prior art related to alternator control 1 device, Japanese Utility Model Publication No. 55-14048 and Utility Model Application Publication No. 57-19273
As shown in No. 9, there are systems that can control the amount of power generated by the alternator regardless of the battery voltage, but the system disclosed here also allows the alternator to remain in the power generation state during cranking. It is supposed to be left alone. Therefore, the above-mentioned problems cannot be solved.

[Problems to be Solved by the Invention] The present invention reliably solves the problem that the engine cranking speed is suppressed to an unreasonably low value due to the influence of the mechanical load caused by the alternator, which adversely affects startability. It is intended to.

[Means for Solving the Problems] In order to achieve the above objects, the present invention provides an alternator (1) that is driven by an engine (A) to generate electricity.
and a cranking detection means CB) for detecting whether or not the engine (A) is cranking; and when the cranking detection means CB) detects that the engine (A) is cranking, the alternator ( It is characterized in that it is equipped with a power generation function stopper & (C) for stopping the power generation function of 1).

[Function] According to this invention, during cranking, the power generation function of the alternator (1) is forcibly stopped by the function of the power generation function stop means (C). Therefore, the mechanical load placed on the re-engine due to the presence of the alternator (1) is removed. As a result, the cranking rotation speed is higher than that of the conventional system, resulting in better starting performance.

[Example] Hereinafter, an example in which the present invention is applied to a battery charging system of an automobile will be described with reference to FIGS. 2 and 3.

a. tgt, yo! , 9ゎゎ, o7. Kae-FI41
An embodiment of 1M' is shown, where l is an alternator driven by engine A, 2 is an IC regulator, 3 is a battery, 4 is an electrical load, 5 is an engine switch, 6 is a transistor serving as a switching means,
Reference numeral 7 denotes an electronic control device that turns the transistor 6 on and off. The transistor 6 and the electronic control device 7 constitute a power generation function stop means C for temporarily stopping the power generation function of the alternator I.

To be more specific, the alternator l has a three-phase star connection.
Two stator windings, NL3, rotating pre-winding 11 L t
It is configured with three fixed pre-windings 11L+ ~
Diode bridges DI to D6 are provided in each phase of L3, and the induced voltage induced in the stator windings L1 to L3 is full-wave rectified and output. Therefore, the charging terminal B is connected to the battery 3.

Moreover, the IC regulator 2 includes two transistors T
r1. The structure is such that T r 2 is controlled ON/OFF, and one transistor T r 1 is ON -
It is turned off to perform a known regulation operation. In other words,
In the embodiment, by turning on the transistor Tr1, an excitation current is caused to flow through the rotor winding Lt of the alternator 1, and current is induced in the stator windings L1 to L3 of the alternator l to generate power. Transistor T r
By setting 2 to 0, the charge lamp 11 is turned on. In addition, the series connection body 12 consisting of two diodes 07 and Ds provided in parallel with the diode bridge DI-D4 is a neutral point diode, and when the alternator l is operated, a voltage is generated at the neutral point of the fixed pre-winding tilL+-Lx. This aims to effectively utilize energy by reducing potential fluctuations.

And the power input terminal of this IC regulator 2! G is passed through the transistor 6 to a battery 3 serving as a driving power source.
, and the transistor 6 is turned on and off by an output signal from an electronic control device 7.

That is, the electronic control unit a17 is mainly composed of a microcomputer, and its power terminal 8 is connected to the buffer battery 3 via the engine switch 5. The interface of this electronic W* position 7 is configured to receive at least a signal from a rotation detecting means 9 that constitutes the cranking detecting means B in cooperation with the electronic control device 17. The zero rotation speed detection means 9 is configured to extract, for example, an ignition pulse, and uses this ignition pulse to calculate an engine rotation speed ME, which will be described later.

And this electronic control system! t7 has a built-in program as shown in FIG. That is, first, in step 21, signals from the rotation detecting means 9 and the like are input. Then, in step 22, an ignition pulse (I
G pulse) is input, and if the ignition pulse is not input, it is determined that the engine is stopped and the process directly proceeds to step 26, but if the ignition pulse is input, step Go to 23, step 23
Then, it is determined whether the engine rotation speed HK calculated based on the input time interval of the ignition pulse is larger than a preset complete explosion judgment value 5TRT, and if it is larger, the process directly proceeds to step 25. , if not, clear the increment counter CASE in step 24 and proceed to step 25. In step 25, it is determined whether the increment counter CASE has counted up to 1, for example, 5 seconds or more, and If the time has reached 5 seconds or more, proceed to step 26; if the time has not reached 5 seconds, proceed to step 27, step 26
Then, in step 27, a signal indicating that the alternator 1 should be set to charging a (enabled state) is outputted, and the transistor 6 is turned on. On the other hand, in step 27, a signal indicating that the power generation function of the alternator 1 should be stopped is output, The transistor 6 is switched to a non-energized state, and the above procedure is repeatedly executed while the engine switch 5 is kept on.

Next, the present invention will be explained in detail.

(1) When the engine switch is set to ``0'', the engine stops.
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When the engine switch 5 is turned on, the electronic control device 7 starts operating, and the control shown in FIG. 3 is executed. However, while the engine is stopped, no ignition pulse is input from the rotation speed detection means 9 to the electronic control device 7, so the control shown in FIG.
As a result, the transistor 6, which is a switching means, is kept in an energized state. Therefore, the power source for driving the IC regulator 2, that is, the voltage of the battery 3 is applied to the I (i terminal) of the IC regulator 2.
Regulator 2 detects this state and turns on transistor Tr.
Drive l. When the transistor T r l is driven, the voltage of the battery 3 is applied to the rotor winding Lf, an excitation current flows, and a field is formed in the alternator 1. However, in this state, since the engine is not rotating, the alternator l does not generate electricity, and therefore the voltage at the P terminal becomes the ground level. As a result, when the IC regulator 2 detects this state, the transistor Tr2 is driven to light the charge lamp 11 to notify that the battery power source is being discharged.

(2) During cranking and during the period in which 5 seconds have not elapsed since the completion of a complete explosion, the control shown in FIG.
→ 23 → 24 → 25 → 27, and while 5 seconds have not passed from the completion of the complete explosion, 1w4 goes to step 22 →
23→25→27, the transistor 6 is switched to a non-energized state in each case. Therefore, IC
The driving power supply to the IG terminal of the regulator 2, that is, the power supply to the puffer battery 3 is stopped. As a result, the function of the IC regulator 2 is stopped and the transistor T r
Since l is OFF, the rotor winding L of alternator l
The excitation current supplied to r is stopped, and the power generation function of alternator 1 is stopped. In this condition.

Since the alternator 1 becomes idle, the mechanical load of the alternator 1 on the engine is substantially removed. Therefore, the burden on the engine starter is reduced, the cranking speed is increased compared to the conventional engine, and starting performance is improved. Furthermore, this state is maintained until 5 seconds have passed after the engine completely explodes.

The so-called revving up immediately after the engine starts is also improved.

(3) After more than 5 seconds have passed since the complete explosion When more than 5 seconds have passed since the engine completely exploded.

The control shown in FIG. 3 is performed in steps 22→23→25→26.
As a result, the transistor 6 is switched to a conductive state. Therefore, the IC regulator 2 operates as before to control the voltage at the charging terminal B. That is,
In this case, the IC regulator 2! Battery voltage is supplied to the G terminal, and alternator l generates electricity.
When the voltage at the B terminal exceeds the terminal voltage of the battery 3, a charging current flows through the buffer battery 3, and current is supplied to the load. If this state continues and the voltage at the B terminal exceeds a predetermined adjustment voltage, the transistor T r l is turned off. As a result, the excitation current of the first rotor winding L' is attenuated via the back electromotive force absorbing diode D1, and the B terminal voltage also decreases.
When the voltage at the B terminal becomes lower than the adjustment voltage, the transistor Tr1 is turned on again. Therefore, the excitation current of the rotor winding L'' increases, and the voltage at the B terminal also increases.

In addition, in the above embodiment, a case was explained in which the alternator is stopped even during the period until 5 seconds have passed after the complete explosion of the carrot, but the present invention is not necessarily limited to this. Of course, 1 For example,
The power generation function of the alternator may be forcibly stopped only during cranking.

Further, the cranking detection means is not limited to the one that uses the ignition pulse as described above, but may be one that uses, for example, a signal from a starter switch.

Furthermore, the means for stopping the power generation function is also the IG of the IC regulator.
Switching connector □+-t interposed between the terminal and the drive power supply
y＊x□□工□, yo. 9. . Although the present invention is not limited to the above-described configuration, there is an advantage that an existing IC regulator can be used as is to control the alternator.

[Effects of the Invention] As detailed above, the present invention forcibly stops the power generation function of the alternator at least during cranking to reduce the mechanical load on the engine. It is possible to provide an alternator control device that can effectively increase the rotational speed and improve starting performance.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram for clearly explaining the present invention, FIG. 2 is a schematic circuit explanatory diagram showing an embodiment of the present invention, and FIG. 3 is a flow chart diagram showing a control procedure. 1. Fist. Alternator 2. Function stop means

Claims (1)

[Claims] an alternator that is driven by the engine to generate electricity; a cranking detector that detects whether the engine is cranking; and a cranking detector that detects whether the engine is cranking; 1. An alternator control means comprising a power generation function stop means for stopping the power generation function of the alternator.