KR100673190B1 - Control device for vehicle alternator - Google Patents

Abstract

  A regulator 20 including a generator 1 connected to a vehicle-mounted battery, a regulator IC 4 for adjusting the power generation voltage of the generator 1, and an ECU 10 connected to the regulator 20; Equipped. By using the average value obtained by averaging the on-time of the DF signal measured during the predetermined sampling time as the on-rate information of the DF signal input from the regulator 20 to the ECU 10, the circuit size is reduced and the circuit is reduced. Optimization, control stabilization and cost reduction are realized.

Car, Generator

Description

CONTROL DEVICE FOR VEHICLE ALTERNATOR}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicular alternator, which is connected to a vehicle-mounted battery and controls a power generation voltage of an alternator driven by a vehicle engine. And a control device for an automotive alternator that realizes cost reduction.

In general, in a vehicle alternator control apparatus, an engine control ECU (electronic control unit) monitors a field switch rate (DF: Duty of Field coil) and duty-controls the ON / OFF of the field current. The amount of power generated is controlled appropriately. The DF signal to be monitored at this time is a PWM signal indicating the power generation rate information of the generator, and is generated by the regulator of the generator. In addition, the DF signal generally indicates the ON / OFF (conductive / non-conductive) state of the field switch (power transistor) itself.

However, the ON / OFF control of the power transistor by the regulator is generally based on pulse width modulation of about 50 Hz to 200 Hz, and there is no guarantee regarding the stabilization of the ON ratio for each cycle, and it is different. For example, during generator operation, the ON rate for each cycle is 50% → 70% → 10% →. As shown in Fig. 2, the values are varied at various values regardless of the values before and after.

By the way, in the conventional apparatus referred to in Japanese Patent Laid-Open No. 2001-258295, the period is confused by disturbance noise by providing an averaging circuit including an average latch circuit and averaging the input signal from the outside to eliminate disturbance. Techniques for mitigating the effects of an input signal are shown.

In addition, Japanese Unexamined Patent Publication No. 20O1-145397 discloses a DF signal in the case of searching for an ON / OFF ratio of an applied voltage based on a two-segment search method (repeating large and small values) from a deviation between an alternator generated voltage and a target voltage. A technique for rapidly correcting the ratio change of is shown. In this case, in the search for the ON / OFF ratio of the applied voltage based on the two-segment search method, for the purpose of improving the shaking of the ratio value of the DF signal, the ON rate of O% or 100% is continuously output before the search, I am making a quick fix. In addition, after continuous output, the ratio value fluctuates up and down to the search depth limit.

As described above, the conventional control device for a vehicle alternator uses a regulator because the DF signal, which is one of the control input parameters, is a series of various signals without context even for monitoring at regular intervals, for example. Since the field switch rate (DF signal) is different for each cycle, the control becomes unstable when the DF signal is taken as a monitor signal as it is, and thus there is a problem that control cannot be stabilized and control reliability is disturbed. .

In addition, there is a problem that the cost is increased because the circuit is complicated and the circuit scale becomes large.

In addition, in the conventional apparatus, since a certain number of duty sampling values are averaged, the frequency of the duty may be different from each other, and the sampling time (depending on the frequency of the duty) is not constant. There is a problem in that it cannot be arbitrarily set and does not have any flexibility in condition setting.

This invention is made | formed in order to solve the said problem, and an object of this invention is to obtain the control apparatus of the automotive alternator which reduced the circuit scale and realized the optimization of a circuit, stabilization of control, and cost reduction.

The present invention relates to a control device for an automotive alternator including a generator connected to a vehicle-mounted battery, a regulator including a regulator IC for adjusting a generator voltage of the generator, and an ECU connected to the regulator. As on-rate information of the DF signal input to the input, the average value which averaged the on-time of the DF signal measured during the predetermined sampling time is used.

  BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a block diagram showing a functional configuration of a control device for an on-vehicle alternator according to Embodiment 1 of the present invention.

Fig. 2 is a circuit diagram schematically showing a control device for a vehicular alternator according to Embodiment 1 of the present invention together with a peripheral connection portion.

3 is a flowchart showing an algorithm of a processing operation according to the first embodiment of the present invention.

4 is a timing chart showing a sampling operation according to Embodiment 1 of the present invention, which shows a sampling period TSa when the field switch period Tsw is constant.

FIG. 5 is a timing chart showing a sampling operation according to the first embodiment of the present invention, which shows a sampling period TSb when the field switch periods Tsw1 to Tsw4 are not constant.

 Fig. 6 is a block diagram showing the functional configuration of a control device for an on-vehicle alternator according to Embodiment 2 of the present invention, in which a signal on the collector terminal side of a power transistor is used as an ON / OFF signal indicating a field switching rate. It is shown.

Embodiment 1

EMBODIMENT OF THE INVENTION Hereinafter, the control apparatus of the vehicular alternator which concerns on Embodiment 1 of this invention is demonstrated, referring FIGS.

In FIG. 1, the field coil 2 provided in the rotor of the alternator 1 (AC generator) is connected with the power transistor 3 which functions as a field switching element.

The gate logic signal GL (control signal) from the regulator IC 4 is applied to the gate terminal of the power transistor 3, and the power transistor 3 is driven ON / OFF by the control signal, Duty control of the field current flowing through the coil 2 is carried out.

The regulator IC 4, together with the AND gate 5, the counter 6, the timer 7, the averaging circuit 8, and the memory circuit 9, regulates the generator voltage of the alternator 1. Consists of.

The regulator 20 is included in the alternator 1 (see FIG. 2).

In addition, the AND gate 5, the counter 6, the timer 7, the averaging circuit 8, and the memory circuit 9 may be included as part of the function in the regulator IC 4.

The AND gate 5 takes the logical product of the clock signal CLK1 of the counter 6 and the gate logic signal GL, and counts the logical product of the clock number corresponding to the H level section of the gate logic signal GL. Enter in (6).

The counter 6 increases the count value each time an AND signal in response to the clock signal CLK1 is input, and inputs the count value corresponding to the duty ratio of the gate logic signal GL to the averaging circuit 8. do.

In addition, the counter 6 resets (zero clears) the count value by the reset signal RST from the timer 7 whenever the average value of the sampling time set in advance is determined.

The timer 7 generates the reset signal RST upon generation of the sampling signal CLK2 corresponding to the sampling time. The sampling time (generation cycle of the sampling signal CLK2) is arbitrarily set in advance in accordance with the target specification.

The averaging circuit 8 averages the count value of the counter 6 each time the sampling signal CLK2 is input, and stores the average value in the storage circuit 9.

The ECU 10 reads the average value stored in the memory circuit 9 and inputs it as feedback information to the regulator IC 4. In response, the regulator IC 4 generates a control signal for the power transistor 3 and controls the power generation voltage of the alternator 1.

In FIG. 2, the alternator 1 includes a stator having a three-phase coil and a three-phase rectifier circuit, a rotor having a field coil 2, a regulator including a power transistor 3, and a regulator IC 4. 20 is provided.

The regulator 20 is connected to the stator circuit via the output terminals B, E and the control terminal P of the alternator 1, and is connected to the field coil 2 via the field terminal F, and is controlled. It is connected to the ECU 10 via the terminal C.

The vehicle-mounted battery 21 and the electric load 22 are connected between the output terminals B and E of the alternator 1.

1 and 2, the regulator IC 4 monitors the ON / OFF signal of the power transistor 3.

At this time, as the DF signal for monitoring, as shown in Fig. 1, the gate logic signal GL of the power transistor 3 is used.

In addition, the regulator 20 takes the logical product of the clock signal CLK1 and the gate logic signal GL of the counter 6 through the AND gate 5, and clocks the gate logic signal GL during the ON period. The signal CLK1 is input to the counter 6, and has the structure which averages a count value for every predetermined sampling time (period of the sampling signal CLK2).

Next, the averaging process by Embodiment 1 of this invention shown in FIG. 1 and FIG. 2 is demonstrated concretely with reference to FIGS.

The processing routine of FIG. 3 is executed by the regulator IC 4 in the regulator 20 in association with each component 5 to 9.

In Fig. 3, first, it is determined whether or not the gate logic signal GL indicating the ON / OFF state of the power transistor 3 is at the H level (ON state) (step S1).

If it is determined in step S1 that the gate logic signal GL is at the H level (i.e., YES), then it is determined whether or not the clock signal CLK1 from the regulator IC 4 has been input (step S2). .

If it is determined in step S2 that the clock signal CLK1 is input (i.e., YES), the count value of the counter 6 is increased to count up (step S3), and the flow proceeds to step S4.

On the other hand, in step S1, the gate logic signal GL is determined to be L level (OFF state) (i.e., NO), or in step S2, the clock signal CLK1 is not input (i.e., NO). Is determined, the process proceeds to step S4 without executing the increment processing of the counter 6 (step S3).

Next, it is determined whether or not the predetermined sampling time has elapsed by whether or not the sampling signal CLK2 from the timer 7 is input (step S4).

In step S4, when it is determined that the sampling signal CLK2 has been input (the sampling time has elapsed) (that is, YES), the averaging process is performed by the averaging circuit 8 using the sampled count value and the sampling period. It carries out (step S5).

Subsequently, the average value (average field switch rate) calculated by the averaging circuit 8 is stored in the memory circuit 9 (step S6), and the count value of the counter 6 is reset to 0 by the reset signal RST. It clears (step S7), the process routine of FIG. 3 complete | finishes, and returns to step S1.

Hereinafter, the processes of steps S1 to S7 are repeatedly executed.

The average field switch rate in the memory circuit 9 is sent to the ECU 10 in response to an output command executed at an arbitrary timing.

On the other hand, if it is determined in step S4 that the sampling signal CLK2 is not input (the sampling time has not elapsed) (that is, NO), then the processing routine of FIG. 3 is not executed without executing steps S5 to S7. The process then returns to Step S1.

As described above, the sampling time can be arbitrarily set by the user (designer) in advance.

For example, as shown in FIG. 4, when the field switch period Tsw by the power transistor 3 is always constant, the count value is sampled every N times (Tsw × N) times the field switch period Tsw. The generation period of the sampling signal CLK2 is set.

Here, the constant N can be set to any number of two or more, but if it is remarkably large, the responsiveness until the averaging information is obtained is lowered. desirable.

As shown in Fig. 3, when the sampling period TSa (= Tsw x N) is set, the average field switch rate Ka samples the 0N time To (corresponding to the count value) of the gate logic signal GL. This value is divided by the period TSa (= To / TSa).

On the other hand, as shown in Fig. 5, when the field switch periods Tsw1, Tsw2, Tsw3, and Tsw4 change for each control timing, the sampling signal (Sb) is sufficiently long than the longest field switch period Tsw3. The generation cycle of CLK2) is set.

In this case, the average field switch rate Kb obtained by the averaging process (step S5) is "To / TSb".

In this way, stable averaging information can be obtained by averaging.

In addition, although a divider circuit can also be used as an averaging process, well-known techniques, such as a bit shift, are used by the counter, for example, in order to avoid that a circuit scale becomes large.

In this way, the ON time To of the gate logic signal GL during the arbitrary sampling time is measured by the counter 6, the ON time To is averaged, and the average field switch rate is obtained. In (10), a stable average field switch rate can be obtained as the ON rate information of the DF signal. At this time, there is no need to increase the circuit scale.

In addition, when the ECU 10 monitors the field switch rate, the signal does not become confused with a signal having no context before and after, so that a stable DF signal can be obtained to a certain degree, and stabilization of engine control is realized.

Therefore, the engine control by the ECU 10 can be stabilized while reducing the circuit scale.

In addition, since the sampling time and the averaging algorithm can be arbitrarily designated to some extent, the circuit can be easily optimized and the cost can be realized.

Further, since all the processing is executed on the control side (regulator 20 side) of the generator, it is possible to provide a stable signal to various control devices without selecting the specification of the ECU 10 mounted on the vehicle.

In addition, since it can be configured by the functions in the regulator IC 4 without using complicated additional circuits such as a division circuit and a delay circuit, the circuit scale can be greatly reduced.

Embodiment 2

In the first embodiment, although the gate logic signal GL of the power transistor 3 is used as the ON / OFF signal indicating the field switch rate, the collector side terminal (drain side terminal) of the power transistor 3 is used. May be used.

Fig. 6 is a block diagram showing a control device for an on-vehicle alternator according to Embodiment 2 of the present invention, showing the case where the field logic signal FL of the collector side terminal of the power transistor 3 is used as the monitor signal. have.

In FIG. 6, the same code | symbol as the above-mentioned (refer FIG. 1) is attached | subjected, or "A" is attached after a code | symbol, and detailed description is abbreviate | omitted.

In this case, since the logic of the monitor signal input to the regulator 20A becomes reverse polarity, the OR gate 5A is provided in the regulator 20A instead of the AND gate 5 described above (Fig. 1).

The OR gate 5A receives the field logic signal FL on the collector terminal side of the power transistor 3, takes a logic sum with the clock signal CLK1, and inputs a signal inverted in polarity to the counter 6 as a logic sum signal. .

That is, the OR gate 5A passes the OFF pulse of the clock signal CLK1 in the OFF period of the field logic signal FL (corresponding to the ON period of the gate logic signal GL), and sets the counter 6. Count up.

In the following, the same processing as that described above is performed, so that also in this case, the same effects as described above are achieved.

Claims (7)

In the control device for an automotive alternator comprising a regulator including a generator connected to a vehicle-mounted battery, a regulator IC for adjusting a power generation voltage of the generator, and an ECU connected to the regulator, As on-rate information of the DF signal input from the regulator to the ECU, an average value obtained by averaging the on-time of the DF signal measured during a predetermined sampling time is used. The regulator IC, A power transistor for controlling the field current of the generator to 0N / OFF; A counter which measures the ON time of the DF signal as a count value and O is cleared by the reset signal; A timer for generating a sampling signal and the reset signal at each sampling time; An averaging circuit for averaging the count value in response to the sampling signal; And a storage circuit for storing the average value calculated by the averaging circuit. delete The method of claim 1, Said sampling time is previously set to arbitrary value, The control apparatus of the automotive alternator characterized by the above-mentioned. The method of claim 1, And said DF signal is a gate logic signal of said power transistor. The method of claim 4, wherein The regulator IC has an end gate, And the AND gate inputs a clock signal to the counter during the ON period of the gate logic signal. The method of claim 1, And said DF signal is a field logic signal on the collector terminal side of said power transistor. The method of claim 6, The regulator IC has an OR gate, And the OR gate inputs a clock signal to the counter in the OFF period of the field logic signal.

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