WO2002031960A1

WO2002031960A1 - Output control device of synchronous generator

Info

Publication number: WO2002031960A1
Application number: PCT/JP2001/008873
Authority: WO
Inventors: Atsuo Ota; Satoshi Honda
Original assignee: Honda Giken Kogyo Kabushiki Kaisha
Priority date: 2000-10-11
Filing date: 2001-10-10
Publication date: 2002-04-18
Also published as: CN1349302A; JP2002119095A; ZA200301242B; TWI244255B; KR100526715B1; PE20020700A1; AR030872A1; ES2215483A1; MY128621A; JP3778342B2; BR0114398A; KR20030040521A; CN1196249C; ES2215483B1; TR200300471T2; IL154491A0; ITTO20010961A1

Abstract

A generated energy is increased in a low-rotation region with an engine rotation kept stabilized. An engine rotating speed judging unit (48) detects the rotating speed of a rotor, and, when an engine's rotating speed is in a low-rotation region, a driver (46) subjects a rectifier (4) to delay angle energizing control to intensify a field magnetic flux and increase a generated energy. The driver (46) responses to a change in the polarity of a magnetic pole detected by a rotor angle sensor (29), and reads a delay amount stored in a delay angle amount setting unit (49) to subject a stator winding to delay angle energizing. The output voltage of the generator is so controlled as to converge to a value between voltage control values Vmax and Vmin lower than the regulated voltage of a regulator.

Description

Description Synchronous generator output control device Technical field

The present invention relates to an output control device for a synchronous generator, and more particularly, to an output control device for a synchronous generator suitable for increasing the amount of power generation in a low rotation range. Background art

A three-phase synchronous generator is used as a vehicle power generator. The generated alternating current is rectified by a three-phase full-wave rectifier and used to charge the battery. In the three-phase synchronous generator disclosed in Japanese Patent Application Laid-Open No. 9-19194, a leading phase current is supplied to the stator coil, and the field flux is generated by the magnetizing action of the armature reaction caused by the leading phase current. To increase the output (power generation voltage and output current). .

Generally, a generator is provided with a regulator that limits the output voltage so that the generated power does not exceed a predetermined value, and power generation is stopped by the function of the regulator. When power generation stops, the engine fluctuates in load, so engine rotation becomes unstable, especially in the low engine speed range. If the power generation is excessive, the increase in friction at low engine speeds has a large effect on engine speed.

An object of the present invention is to provide an output control device for a synchronous generator that can increase the generated power without making the engine rotation unstable in a low rotation range. Disclosure of the invention In order to achieve the above object, the present invention provides a detecting means for detecting the number of revolutions of a rotor of a generator, and an energizing means for increasing a power generation amount of the generator by applying a retarded current to a stator winding. A regulator for limiting the output voltage of the generator to a predetermined regulator voltage, wherein the retarding energization is performed when the rotation speed of the rotor is in a predetermined low rotation speed range. In addition, the first characteristic is that the power supply is controlled so that the output voltage is controlled to a predetermined voltage control value lower than the regulated voltage.

According to the first feature, the power generation output is increased by conducting the retarded current to the stator winding. This retarding energization is performed so that the output voltage is controlled to a voltage control value set lower than the regulation voltage of the regulator, so that the power generation amount can be increased stably without operating the regulator in the low rotation speed range. Can be planned.

Further, the present invention is directed to a second aspect of the present invention in that in the retarding energization, the output voltage is controlled to the predetermined voltage control value by changing the energization duty while maintaining the energization delay amount at a predetermined value. There are features.

Further, in the present invention, the voltage control value has a predetermined width, and the energization duty is slightly reduced when the output voltage reaches the maximum value of the width, and the output voltage is reduced to the minimum value of the width. A third feature is that the value is slightly increased when the value falls below, and a fourth feature is that the energization duty is determined according to the rotation speed of the generator.

According to the second to fourth features, since the timing of the retardation is fixed, the amount of power generation can be easily adjusted, and the accuracy of the adjustment can be increased. BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a block diagram showing main functions of an output control device according to an embodiment of the present invention. FIG. 2 is a sectional view of a starter / generator according to one embodiment of the present invention.

FIG. 3 is a main part electrical system diagram of a motorcycle having the output control device of the present invention.

FIG. 4 is a diagram showing the relationship between the engine speed and the generated current during ACG energization control.

FIG. 5 is a diagram showing a change in battery voltage in a retarded power generation region. FIG. 6 is a flowchart showing the processing of the output control device.

FIG. 7 is a diagram showing the timing of the phase current of the stator coil and the output of the rotor angle sensor during ACG energization control.

Fig. 8 shows the energization duty tape with the engine speed as a parameter. BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 2 is a cross-sectional view of a starter / generator according to one embodiment of the present invention. This starter / generator (hereinafter referred to as “ACG”) 1 is mounted on, for example, a scooter-type motorcycle engine. The ACG 1 includes a stator 50 on which a three-phase winding (stator coil) is wound, and an outer rotor 60 connected to an end of an engine crankshaft 201 and rotating around the outer periphery of the stator 50. Have. The outer rotor 60 has a power-up rotor case 63 connected to the crankshaft 201 and a magnet 62 housed on the inner peripheral surface of the rotor case 63. The magnet 62 is arranged on the rotor yoke along the circumferential direction.

The outer rotor 60 is mounted by fitting the inner periphery of the hub portion 60a to the tapered end of the crankshaft 201, and penetrating through the center of the hub portion 60a. It is fixed with bolts 25 3 that are screwed into the end screws of the rank shaft 201. The stator 50 disposed on the inner peripheral side of the outer rotor 60 is fixed to the crankcase 202 by the port 279. A rotor 280 is provided with a fan 280 fixed by a bonolet 246. A radiator 282 is provided adjacent to the fan 280, and the radiator 282 is covered by a fan cover 281.

A sensor case 28 is fitted in the inner periphery of the stator 50, and the sensor case 28 has a rotor angle sensor (magnetic pole sensor) 29 and a magnetic pole sensor 29 at equal intervals along the outer periphery of the boss of the rotor rotor 60. A pulsar sensor (ignition pulsar) 30 is provided. The rotor angle sensor 29 is for controlling the energization of the stator coil of ACG 1, and one rotor angle sensor is provided for each of the U, V, and W phases of ACG 1. On the other hand, the ignition pulser 30 is for controlling the ignition of the engine, and only one ignition pulser is provided. Each of the rotor angle sensor 29 and the ignition pulser 30 can be constituted by a Hall IC or a magnetoresistive (MR) element.

The lead wires of the rotor angle sensor 29 and the ignition pulser 30 are connected to the board 31, and a wire harness 32 is connected to the board 31. A magnet ring 33 magnetized in two stages so as to exert a magnetic action on each of the rotor angle sensor 29 and the ignition pulsar 30 is fitted around the outer periphery of the boss 60 a of the filter rotor 60.

One magnetized band of the magnet ring 33 corresponding to the rotor angle sensor 29 has N poles arranged alternately at a 30 ° width interval in the circumferential direction corresponding to the magnetic poles of the stator 50. An S pole is formed, and the other magnetized band of the magnet ring 33 corresponding to the ignition pulsar 30 has a magnetized portion at one place in the circumferential direction within a range of 15 ° or 40 °. It is formed.

ACG 1 with the above configuration functions as a synchronous motor at start-up, The engine is started by rotating the crankshaft 201 driven by the current supplied from the motor, and after starting, it functions as a synchronous generator, charges the battery with the generated current, and Supply current to the electrical components.

FIG. 3 is a main part electrical system diagram of a motorcycle having an ACG 1 output control device. In the figure, ECU 3 has a full-wave rectifier 4 for rectifying the three-phase alternating current generated by ACG 1 and a regulated voltage (regulator operating voltage: for example, 14. 5 V) is provided. The ECU 3 further includes a power generation control unit 6 that performs control to increase the amount of power generation when the engine speed is in a predetermined low rotation range (hereinafter, referred to as a “power generation control area”). The power generation control unit 6 is realized as a CPU function. The rotor angle sensor 29 and the ignition pulser 30 are also connected to the ECU 3, and the detection signals are input to the ECU 3.

The ECU 3 is connected to an ignition coil 21, and a secondary side of the ignition coil 21 is connected to a spark plug 22. The ECU 3 is connected to the throttle sensor 23, fuel sensor 24, seat switch 25, idle / restart switch 26, and coolant temperature sensor 27, and the detection signal from each part is sent to the ECU 3. Is entered.

In addition, the ECU 3 has a starter relay 34, starter switch 3 5. stop switch 36, 37, standby indicator 38, fuel indicator 39, speed sensor 40, smart vista 41, And head light 42 are connected. The headlight 42 is provided with a dimmer switch 43.

A current is supplied to the above components from the battery 2 via a main fuse 44 and a main switch 45. Note that the nottery 2 is directly connected to the ECU 3 by the starter relay 34 while the main switch 45 And a circuit connected to the ECU 3 only through the main fuse 44 without passing through.

In addition to the function of normally controlling the amount of power generation (voltage), the power generation control unit 6 increases the amount of power generation by retarding electricity from the battery 2 to the stator coils of each phase of the power generation ACG 1 according to the present invention. (Hereinafter referred to as “ACG energization control”). Here, the retard angle energization means that the stator coil is energized with a delay corresponding to a predetermined electrical angle from a detection signal at the time of change of the magnetic pole of the magnetization band 33 detected by the rotor angle sensor 29. Say. However, the output voltage (battery voltage) of the full-wave rectifier 4 is controlled in order to prevent the engine rotation from becoming unstable due to the sudden change in the engine load caused by the operation of the regulator 5 in the low rotation range. It is controlled to be within the expected voltage range below the rate voltage.

Fig. 4 is a diagram showing the relationship between the engine speed and the generated current when ACG energization control is performed. In the figure, the engine speed is l O O O r p n! The region of ~ 3500 rpm is set as the power generation control region. In such a low rotation region, the generated current (ACG output) of ACG 1 by the conventional control method is extremely small. Therefore, in the power generation control region, the generated current is increased by ACG conduction control. The increment is indicated by the dotted line as “when the retard is energized”. By controlling the amount of power generation to correspond to the normal load current, it is possible to secure the amount of power generation corresponding to the amount of current consumed even in a low rotation region.

FIG. 5 is a diagram showing a change in battery voltage in the retarded power generation region. In this figure, the battery voltage Vb is controlled within the ACG control voltage range defined by the control voltage maximum value V Max and the control voltage minimum value VMin set below the regulated voltage (14.5 V). Specifically, the amount of retardation of energization to the stator coil is set to a fixed value (for example, an electrical angle of 60 °), and the energization duty of the full-wave rectifier 4 is increased or decreased to control the battery voltage Vb within the ACG control voltage range. I will. That is, when the battery voltage Vb reaches the control voltage maximum value VMax, the power duty is reduced by a predetermined minute value (for example, 1%). Increase by a small value.

FIG. 1 is a block diagram showing the main functions of the ACG energization control device. In the figure, a full-wave rectifier 4 is a FET (generally a solid-state switching element) 4a, 4b, 4c, 4d, connected to a stator coil 1U, IV, 1W of AC G1. When the engine is started, the driver 4 switches the FETs 4a to 4f, drives the ACG 1 as a synchronous motor, and rotates the crankshaft 201. On the other hand, after the engine is started, on the contrary, the aota rotor is driven by the engine and functions as a synchronous generator. Therefore, the generated AC is rectified by the FETs 4a to 4f and supplied to the battery 2 and the electrical load 47. Also, according to the present invention, during power generation by the engine drive, particularly when the engine is running at a low speed, the driver 46 controls the FETs 4a to 4f so that the retard coil is energized to the stator coil. Increase volume. The retardation energization control will be described later with reference to FIG.

The engine speed discriminating unit 48 detects the engine speed based on, for example, a detection signal of the ignition pulser 30 and a frequency signal of the generated voltage, and if the detected engine speed is in a predetermined power generation control area. Supply the retard command to driver 46. The driver 46 reads a preset energization delay amount from the retard amount setting section 49 in response to the retard command, and energizes the retard. The energization duty is read from the duty setting section 51 and supplied to the driver 46. The driver 46 is turned on when the sensor 29 detects the magnetic pole detection signal from the rotor angle sensor 29, that is, the magnetized band of the magnet ring 33 formed corresponding to the magnetic pole of the rotor 60. Detect signal. Then, from the rise of the signal, the amount of delay of the energization Outputs PWM control signals for ET 4a to 4f.

The battery voltage determination unit 52 compares the battery voltage Vb with the control voltage maximum value VMax and the control voltage minimum value VMin that define the voltage control range, and sets the duty in the duty setting unit 51 based on the comparison result. The energization duty is increased or decreased so that the battery voltage Vb falls within the control range. FIG. 6 is a flowchart showing the processing of the output control device. In the figure, in step S1, it is determined whether or not the engine speed is in the power generation control region. As described above, the power generation control area is set, for example, to 100 to rm or more and 350 to rpm or less. If the engine speed is in the power generation control region, the process proceeds to step S2, and whether the flag FACG indicating that the engine speed is in the power generation control region is set (= 1) or not is determined. Is determined. If the flag FACG has not been set, proceed to step S3 to set the flag FACG (set it to "1"). After setting the flag FACG, the process proceeds to step S4 to set the expected value ACGAGL to the energization delay amount acgagl. The predetermined value ACGAGL can be appropriately set in advance. In the present embodiment, for example, the electrical angle is 60 °. In the following step S5, the initial value ACDUTY is set to the energization duty acduty. The initial value ACDUTY can also be appropriately set in advance, but in the present embodiment, it is, for example, 40%. When steps S3 to S5 are completed, the process proceeds to step S7. If step S2 is affirmative, steps S3 to S5 are skipped and the process proceeds to step S7. If the engine speed does not exist in the power generation control region, the flag FACG is reset (= 0) in step S6, and then the process proceeds to step S7.

In step S7, it is determined whether the flag FACG is set. If the flag FACG has been set (= 1), it is determined in step S8 whether the battery voltage Vb is equal to or higher than the control voltage maximum value VMax. control The voltage maximum value V Max is set to a value lower than the regulation voltage, for example, 13.5 volts. If the battery voltage Vb is not equal to or higher than the control voltage maximum value VMax, the process proceeds to step S9, and it is determined whether the battery voltage Vb is equal to or lower than the control voltage minimum value Vmin. The control voltage minimum value V Min. Is set to, for example, 13.0 volts. If the battery voltage Vb is not equal to or lower than the control voltage minimum value V Min in step S9, it is determined that the battery voltage is within the ACG energizing voltage range set to a value lower than the regulator regulated voltage, and step S10 is performed. The ACG energization control is performed according to the energization delay amount acgagl and the energization duty acduty.

When it is determined in step S8 that the battery voltage Vb is equal to or higher than the control voltage maximum value VMax, the process proceeds to step SI1, where the energization duty acduty is reduced by the minute value DDUTY. The minute value DDUTY is, for example, 1%. If it is determined in step S9 that the battery voltage Vb is equal to or lower than the control voltage minimum value VMin, the process proceeds to step S12, where the energization duty acduty is increased by the minute value DDUTY. After the processes in steps S11 and S12, the process proceeds to step S10. Note that the minute value DDUTY when increasing and decreasing the energization duty acduty does not necessarily have to be the same, and is proportional to the difference between the control voltage maximum value V Max or the control voltage minimum value V Min and the current value. The minute value DDUTY may be changed.

On the other hand, if the flag F ACG is not set (= 0) in step S7, the flow is not in the power generation control area, and the flow advances to step S13 to stop the ACG energization control.

FIG. 7 is a diagram showing the timing between the current (phase current) flowing through each phase of the stator coil and the output of the rotor angle sensor 29 during the ACG energization control. As shown in the figure, the retarding energization control is not performed. In the normal case, the stator coil responds to the change of the positive or negative (NS) of the detection output of the rotor angle sensor 29. The current is supplied to each of the U, V, and w phases. On the other hand, when the retarding energization control is performed, the stator coil U is delayed by a predetermined delay amount d (= 60 °) from the change of the sign (NS) of the detection output of the rotor angle sensor 29. , V, and W are supplied with current. In FIG. 7, the energization angle T due to duty chabbing is 180 °, but it can be determined within 180 ° by the energization duty supplied from the duty setting unit 51 to the driver 46.

Fig. 8 is a table of the energization duty in which the engine speed, that is, the generator speed, is set as a parameter. Detect the engine speed and determine the energization duty according to the engine speed with reference to Fig.8.

In the above embodiment, the permanent magnet is arranged as the field flux generating magnet means in the rotor rotor by the rotor rotor Z-inner rotor system. However, the present invention can be similarly applied to a generator having an inner rotor provided with field magnets for generating field magnetic flux, and a generator using electromagnets as magnet means for generating field magnetic flux. Also, instead of setting the energization delay amount acgagl to a fixed value, it is possible to perform proportional, differential, integral and a composite control of these in accordance with a general negative feedback control method.

Industrial applicability

As is clear from the above description, according to the inventions of claims 1 to 4, it is possible to stably increase the power generation amount without operating a normal voltage regulator in a low rotation speed range. Therefore, when applied to a generator mounted on a vehicle whose rotor is driven by an engine, fluctuations in the engine load are minimized during idling, etc., and fluctuations in the engine rotation are minimized, thus stabilizing the idling operation. be able to. Further, according to the inventions of claims 2 to 4, the timing of the retard is fixed to a preset value, so that the power generation amount can be easily adjusted with a simple configuration and the accuracy of the adjustment can be increased. it can.

Claims

The scope of the claims

1. A synchronous generator (1) having a rotor (1) having magnet means (62) for generating a field flux and a stator (50) wound with a stator winding for generating power generation output. In the output control device,

Detecting means (30) for detecting the number of rotations of the rotor;

Conducting means (46) for increasing the amount of power generated by the generator by retarding current to the stator winding;

A regulator (5) for limiting the output voltage of the generator to a predetermined regulated voltage,

The retarding energization is performed when the rotation speed of the rotor is in a predetermined low rotation speed range, and the output voltage is lower than the regulated voltage. An output control device for a synchronous generator.

2. In the retard energization, the output voltage is controlled to the predetermined voltage control value by changing the energization duty while maintaining the energization delay amount at a predetermined value. Output control of synchronous generator (1) described

3. The voltage control value has a predetermined width, and the energization duty is slightly reduced when the output voltage reaches the maximum value of the width, and the output voltage falls below the minimum value of the width. The output control device for a synchronous generator (1) according to claim 2, wherein the output is slightly increased when the power is supplied.

4. The output control device for a synchronous generator according to claim 2, wherein the energization duty is determined according to a rotation speed of the generator (1).