JPS61244234A - Alternater controller - 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 relates to an alternator control device used in an engine of an automobile or the like.

[Prior Art] In modern automobiles, it is common to use an alternator in the battery charging system, and the output voltage of the alternator is regulated by an IC regulator6. is connected to the driving power source (battery) via the engine switch (ignition switch), and once the engine switch is turned on, driving power is constantly supplied to the IC regulator. It has become so. Therefore,
The power generation function of the alternator is stopped only 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 regulated voltage.

By the way, since 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. Be different. Therefore, if only the control described above was performed,
This load on the alternator may have an adverse effect on drivability, fuel economy, etc. Therefore, there is a desire to be able to control the alternator appropriately in response to various load conditions.

However, as a prior art technique that meets such demands, as shown in Japanese Utility Model Publication No. 55-14048, there is a technique in which the amount of power generated by the alternator can be reduced during acceleration. However, the idea disclosed here is to provide a signal inside the regulator and reduce the amount of power generated by the alternator when the signal is supplied. Therefore,
When implementing this method, it is necessary to change the circuit inside the regulator, and there is a problem in that applying it to an IC regulator requires a large amount of cost.

Therefore, recently, the power input terminal of the IC regulator is connected to the operating power source through a switching means provided separately from the engine switch, and the battery voltage is set to a set value (the adjustment voltage (lower value).

An alternator control device has been proposed in which the switching means is temporarily switched to a non-energized state to forcibly stop power generation of the alternator when a predetermined load condition is met.

[Problems to be Solved by the Invention] However, with this simple method, there is a problem in that hunting occurs in the alternator control immediately after starting the engine at low temperatures. That is, when the alternator is cold, the function of the battery is reduced, so if the alternator stops generating electricity, the battery voltage may immediately drop to the set value. In this case, as soon as the above-described certain conditions are met and the alternator stops generating electricity, the voltage of the buffer battery drops below the set value and the alternator starts generating electricity again, which is repeated in a short period of time. As a result, a surge voltage is generated and the transistor in the IC regulator is likely to be destroyed.

To deal with this kind of inconvenience, it is possible to prohibit the above-mentioned alternator control until a predetermined time has elapsed after engine startup or until the engine cooling water temperature exceeds a predetermined temperature. Since the settings have to be made in accordance with the worst conditions, there is a problem in that the operating range in which the alternator can be stopped is unduly confined.

The present invention aims to solve all of these problems.

Measures to solve problem E] The present invention is intended to achieve the above objects.

An alternator (1) that is driven by the engine (A) to generate electricity, an IC regulator (2) that adjusts the power generation output of the alternator (1), and an IC regulator (2) that adjusts the output of the alternator (1).
The switching means (6) interposed between the power supply input terminal (IG) of 2) and the drive power supply (3) and the switching means (6) interposed between the power supply input terminal (IG) of 2) and the drive power supply (3) while the battery voltage exceeds the set value and a predetermined load condition is satisfied. power generation cut means (B) for switching the switching means (8) to a non-m1 state to stop the generation ability of the alternator (1); and a water temperature sensor (14) for detecting the cooling water temperature of the engine (A). , this water temperature sensor (
14) A time setting means (C) that detects the cooling water temperature value at the time of engine startup based on a signal from 14) and sets a cut prohibition time according to the detected value, and a cut prohibition time determined by the time setting means (C). The present invention is characterized in that it comprises a cut prohibition means (D) that unconditionally prohibits the power generation cut means (B) from switching the switching means (6) to a non-energized state until the time elapses.

"Function" According to such a configuration, the cut prohibition time is set according to the temperature at the time of startup, and until the cut prohibition time elapses, the IC regulator is disabled regardless of whether the control conditions are satisfied or not. (2) The alternator control in which the switching means (8) is switched to a non-energized state and the power generation function of the alternator is stopped is prohibited. Therefore,
As long as the optimal cut prohibition time is carefully set in advance for each temperature at startup, the operating range in which the alternator control is prohibited can be kept to the necessary minimum.

[Example] Hereinafter, an example in which the present invention is applied to an automobile battery charging system will be described with reference to FIGS. 2 to 4.

FIG. 2 is a diagram showing an embodiment of an alternator control device according to the present invention, and 1 is an alternator.

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, and 7 is a switch that turns this transistor 6 ON-OFF.
This is an electronic control device that operates the system.

The alternator 1 is configured by providing a single rotor winding Lt on three stator windings Ll-L3 connected in a three-phase star shape, and a diode is installed in each phase of the three stator windings L1 to L3. Bridges D1 to D6 are provided, and stator windings L1 to
The configuration is such that the induced voltage induced in L3 is rectified and output. Therefore, the charging terminal B is connected to the battery 3.

Further, the IC regulator 2 includes two transistors T
The configuration is such that ON/OFF control is applied to r 1 and T r 2, and one transistor T r 1 is ON/OFF controlled.
It is turned FF to perform a known regulation operation. That is, in the embodiment, by turning on the transistor T r l, an excitation current is caused to flow through the rotor winding Lf of the alternator l, and the stator windings Ll to L3 of the alternator l are
generates electricity by inducing a current in the other transistor T.
By turning on r2, charge lamp F is lit. In addition, the series connection body G consisting of two diodes or and as provided in parallel to the diode bridges D1 to D6 is a neutral point diode, and when the alternator I is operated, the fixed prewinding II L r to the neutral point of L3 is The aim is to reduce the potential fluctuations that occur in the electric field and to make effective use of energy.

The power input terminal IG of this IC regulator 2 is connected to a battery 3 serving as a driving power source via the transistor 6.
, 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 fi7 is the central processing unit ai7.
A, a storage device 7b such as ROM, RAM, etc., and an interface 7C17d for input and output. and is connected to the battery 3.

The input interface 7C of the electronic control device 17 includes at least a vehicle speed sensor 9 and a rotation detection means 1.
1. Zero rotation detection means it to which signals from the starter switch 12, idle switch 13, and water temperature sensor 14 and battery voltage are respectively input.
is for detecting the actual engine speed, and uses, for example, an ignition pulse. Also,
The starter switch 12 is an ON/OFF switch for starting the engine starter. The idle switch 13 is an ON switch for detecting whether a throttle valve of a carburetor (not shown) has returned to a closed position.
This is an OFF switch. The water temperature sensor 14 is for detecting the cooling water temperature of the engine A, and includes, for example, a thermistor that converts the cooling water temperature into an analog electrical signal, and an A/D4i converter that converts the output of this thermistor into a digital signal.
(not shown).

This electronic control device W17 has a built-in program as shown below, and this electronic control device plays the role of the power generation cut means B1 time setting means C and cut prohibition means mentioned above. It has become. That is,
As shown in FIG. 3, this program first starts with the rotation detection means 11 and the starter switch 12 in step 51.
In step 52, it is determined whether the engine is stopped, and in step 53, it is determined whether the starter switch 12 is on. Then, the engine A is not stopped and the starter switch 12 is turned off.
N, that is, if it is determined that cranking is in progress, the process proceeds to step 54 and inputs the cooling water temperature of engine A.Next, in step 55, the time t is calculated according to the water temperature value. Set. The setting of this cut prohibition time t is the 45th! As shown in J, the optimal time corresponding to each engine cooling water temperature at startup is selected in advance through experiments and created a map, and a specific cut prohibition time t is set as appropriate based on this map and the input engine cooling water temperature. As is clear from this drawing, by selecting
This cut prohibition time t becomes longer as the cooling water temperature at the time of startup is lower, and converges to zero on the side where the cooling water temperature is high.

After setting the cut prohibition time t in this way, the increment counter Q is reset in step 56 and starts counting.Next, in step 57, the value of the increment counter Q exceeds the cut prohibition time t. It is determined whether or not the count has increased to a value in which the alternator rotates, and only if the count has increased, the process proceeds to step 58.In step 58, information necessary for alternator control, that is, vehicle speed sensor 9. Signals from the idle switch 13 and water temperature sensor 14 and battery voltage are input, and alternator control is performed in step 59.

The outline of alternator control is as follows.

That is, (1) the engine is not in a stopped state, and (2) the alternator control state continues for a certain period of time. @Idle switch 13 is OFF. QD water temperature is 20°C or higher. (2) The battery voltage is equal to or higher than the predetermined E film formation constant value V cut. ■Acceleration is being judged (vehicle speed comparison for each lsec has increased by more than +2.1/h from the previous vehicle speed)
If all the conditions are satisfied, the transistor 6
is turned OFF to cut off the drive power to the IC regulator 2.

Then, ■ it became stopped. [Phase] The idle switch 13 was turned on. ■The water temperature has fallen below 15℃. ■
The battery voltage has fallen below the predetermined lower limit setting value VIIT. ■When any of the conditions that the acceleration judgment state is canceled is satisfied, the transistor 6 is turned on and the IC
The power supply to the regulator 2 is restarted.

The routine shown in FIG. 3 is repeatedly executed while the engine switch 5 is on.

Next, the operation of this embodiment will be explained.

When the engine switch 5 is turned on, the transistor 6, which is a switching means, maintains the energized state, so that the voltage of the battery 3, which is the driving power source of the IC regulator 2, is
It is applied to the IC terminal of regulator 2. Therefore,
The IC regulator 2 detects this state and drives the transistor T r 1. When the transistor T r 1 is driven, the voltage of the battery 3 is applied to the rotor winding Lt, an excitation current flows, and a field is formed in the alternator l. 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 Tr
2 is activated and lights up the charge lamp F to indicate that the battery power source is being discharged.

From this state, when the starter switch is turned ON to start cranking, the control shown in FIG.
The process progresses in the order of 52 → 53 → 54 → 55, and a cut prohibition time t is set according to the engine cooling water temperature. When the engine is started and the sinking switch is turned off, the control shown in FIG. 3 proceeds in steps 51→52→53→57, so that the 2-increment counter Q starts counting time. That is, the counter value Q increases sequentially from zero as time passes, and then the cut #lt
Since the process does not proceed from step 57 to step 58 until h time t has elapsed, alternator control is not performed. Therefore, transistor 6 is maintained in the ON state, and IC regulator 2 is controlled based on the regulated voltage. During cold operation, 1 normal T r I is kept ON and the power generation state is continued.

In this state, when the cut prohibition time t has elapsed, fjSs
The control shown in the figure is in steps 51 → 52 → 53 → 57 → 58.
→59, and the alternator control by the electronic control unit 7 is started.

That is, when the electronic control unit 7 determines that the above-mentioned alternating conditions (0 to 2) are satisfied, the transistor 6 is switched to a non-energized state.As a result, the IC terminal of the IC regulator 2 is connected to the driving power source, that is, Power supply from battery 3 is stopped.

As a result, the function of the IC regulator 2 is stopped.

Since the transistor T r l is turned off, the excitation current supplied to the rotor winding Lr of the alternator l is stopped, and the alternator l stops its power generation function. This state continues until one of the release conditions 0 to ■ is met, such as when the acceleration of the vehicle falls below the set value.
During this time, the power generation of the alternator 1 is forcibly stopped, so the load on the engine is reduced.

As described above, by switching the switching means 6 provided separately from the engine switch 5 to the de-energized state, the I
Since the supply of drive current to the C regulator 2 is cut off, even if the engine is running and the voltage does not exceed the regulation voltage,
Stopping the function of IC regulator 2 and alternator 1
power generation can be suspended.

Therefore, the power generation function of the alternator 1 can be stopped in the above-described desired operating range without changing any circuit inside the existing IC regulator.

Moreover, when the engine is started, the alternator control performed by switching the switching means 6 to the de-energized position is prohibited until the cut prohibition time t elapses, so there is no risk of the aforementioned control hunting occurring. Accidents such as breakdown of transistors in the IC regulator 2 can be reliably prevented.

Furthermore, the cut prohibition time t is set as appropriate depending on the temperature of the engine cooling water at the time of starting.
When the temperature is low, the cut prohibition time t is longer than 1 hour, and under temperature conditions where there is little risk of control hunting, the cut prohibition time t can be shortened. Therefore, the operating range in which alternator control can be performed can be set as wide as possible, and drivability and fuel economy can be reasonably and effectively improved.

Note that the switching means is of course not limited to transistors, and this switching means can be turned on or off.
The OFF operation means is not limited to a microcomputer type electronic control device either.

Further, in the above embodiment, a case has been described in which the power generation function of the alternator is stopped when the vehicle accelerates, but it goes without saying that the power generation function may also be controlled to be stopped in other driving ranges. Examples of other operating ranges include a so-called partial lean operating range. In other words, a partial lean operating range is an operation in which the feedback control of the feedback carburetor system is temporarily interrupted and the air-fuel ratio of the air-fuel mixture is controlled to be slightly leaner because the vehicle is running steadily under a light load. It refers to the area.

[Effects of the Invention] As detailed above, one aspect of the present invention is that the power generation function of the alternator is forcibly stopped by temporarily cutting off the driving power supplied to the IC regulator. It is possible to reliably and accurately perform control to temporarily remove the engine load caused by the alternator in the operating range. Moreover, the cut-off 1F time is set according to the engine cooling water temperature at startup,
In that case, the alternator control is prohibited until the 2nd prohibition time has elapsed, so cold starting can be performed without unduly narrowing the alternator control range and deteriorating driveability or fuel economy. This provides an effect of being able to reasonably and effectively prevent hunting in the control caused by time, etc.

[Brief explanation of the drawing]

FIG. 1 is a configuration explanatory diagram for clearly explaining the present invention. 2 to 4 show an embodiment of the present invention, FIG. 2 is a system explanatory diagram, FIG. 3 is a flowchart showing an outline of control, and FIG. 4 is a diagram for explaining control setting conditions. It is an explanatory diagram. A...Engine B...Power generation cutting means C, fist, time opening setting means D...Cut inhibiting means le, alternator 2, fist, IC regulator 3... Drive power source (battery) 6...・Switching means (transistor) reference 14...
water temperature sensor

Claims (1)

[Claims] An alternator that is driven by the engine to generate electricity, an IC regulator that adjusts the output of the alternator, a switching means that is interposed between the power input terminal of the IC regulator and the drive power source, and a battery voltage that is adjusted to a set value. power generation cut means that switches the switching means to a de-energized state to suspend the power generation function of the alternator only while the load exceeds the specified load condition and a predetermined load condition is satisfied; a water temperature sensor that detects the engine cooling water temperature; a time setting means for detecting a cooling water temperature value at the time of engine startup based on a signal from a water temperature sensor and setting a cut prohibition time according to the detected value; 1. An alternator control device comprising cut prohibition means for unconditionally prohibiting the switching means from switching the switching means to a non-energized state.