WO2019029003A1 - 车用发电机控制方法及其系统 - Google Patents

车用发电机控制方法及其系统 Download PDF

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Publication number
WO2019029003A1
WO2019029003A1 PCT/CN2017/106276 CN2017106276W WO2019029003A1 WO 2019029003 A1 WO2019029003 A1 WO 2019029003A1 CN 2017106276 W CN2017106276 W CN 2017106276W WO 2019029003 A1 WO2019029003 A1 WO 2019029003A1
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WO
WIPO (PCT)
Prior art keywords
generator
control relay
engine
contact
excitation
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Application number
PCT/CN2017/106276
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English (en)
French (fr)
Inventor
徐行军
朱新宝
朱万泥
安利强
陈俊红
苏立永
蔡威
王建龙
Original Assignee
广西玉柴机器股份有限公司
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Filing date
Publication date
Application filed by 广西玉柴机器股份有限公司 filed Critical 广西玉柴机器股份有限公司
Priority to EP17921270.9A priority Critical patent/EP3553298B1/en
Priority to US16/467,986 priority patent/US11002198B2/en
Publication of WO2019029003A1 publication Critical patent/WO2019029003A1/zh

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0833—Vehicle conditions
    • F02N11/084—State of vehicle accessories, e.g. air condition or power steering
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/001—Arrangements thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0809—Electrical loads
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to the technical field of generator control, in particular to a control method for a generator for a vehicle, and to a control system for a generator for a vehicle.
  • the generator needs to undergo two processes of excitation and self-excitation: in the engine starting condition, that is, the process in which the motor is turned to idle, the generator excitation coil needs to be connected to an external current to generate an excitation magnetic field.
  • the process that requires external electrical energy to generate or maintain the excitation magnetic field is the other excitation; when the generator speed reaches a certain value, the generator starts to output electric energy, and at the same time, the excitation current can be supplied by itself to maintain the excitation magnetic field, that is, self-excitation.
  • the existing vehicle control when the ignition key is powered on, the generator excitation coil starts to charge. Once the start is started, the generator often starts to generate electricity in the middle of the starter motor start.
  • the starter motor is still engaged, and the power consumption is Large, battery SOC is low, the generator will generate a large current instantaneously to meet the load demand, and become a large load under the starting condition.
  • the instantaneous high current load generated by the generator starting condition will increase the starting load of the generator and affect the cold start capability of the vehicle, resulting in the vehicle being unable to start or difficult to start in cold weather. This phenomenon is particularly noticeable in medium and light vehicles.
  • Another object of the present invention is to provide a vehicle generator control system for the method.
  • a vehicle generator control method is provided, and the engine ECU is started according to the engine.
  • the operating conditions of the machine control the generator, and the control process is as follows:
  • the engine ECU determines that the engine is in the starting condition, the engine ECU controls the generator excitation circuit to be disconnected, so that the generator does not generate power;
  • the engine ECU determines that the engine enters the idle condition, the engine ECU controls the generator excitation circuit to be closed, so that the generator starts power generation, and after the generator starts power generation, the generator performs normal power generation until the engine stops running.
  • the engine ECU determines an engine operating condition by an engine speed signal and an engine start signal, and is an starting condition when the engine ECU receives an engine start signal and the received engine speed signal indicates that the engine speed is lower than idle speed, When the engine ECU receives the engine speed signal indicating that the engine speed is at idle, it is an idle condition.
  • the generator excitation circuit is provided with a generator control relay, and the engine ECU performs on-off control of the generator excitation circuit through the generator control relay to realize control of the generator operation.
  • the generator control relay is disposed on a series controllable circuit of the excitation positive terminal of the generator to the positive electrode of the battery.
  • the present invention also provides a vehicle generator control system including an engine ECU and a battery, and a generator switch unit connected to the engine ECU for on-off control of the generator excitation circuit.
  • One end of the generator switch unit is connected to the excitation positive terminal of the generator through a first diode for avoiding a reverse voltage generated by the excitation coil of the generator, and the other end of the generator switch unit passes the ignition switch and the positive battery Connected to form a series controllable circuit of the battery positive pole to the excitation positive terminal of the generator, wherein the negative pole of the first diode is coupled to the field positive terminal of the generator.
  • the generator control unit is provided with a generator control relay, and the generator control
  • the coil of the relay is connected in parallel with the engine ECU, and the contact of the generator control relay is connected in series to the series controllable circuit of the positive pole of the battery to the excitation positive terminal of the generator, wherein one end of the contact of the generator control relay is connected with the ignition switch and another One end is connected to the first diode.
  • the generator control unit is further provided with a first control relay, wherein the generator control relay is connected in series to the series controllable circuit of the positive pole of the generator to the excitation positive terminal of the generator through the first control relay, the first a coil of the control relay is connected in series with a contact of the generator control relay, wherein a contact of the contact of the generator control relay and the opposite end of the ignition switch is connected to a coil of the first control relay, and the coil of the first control relay The opposite end of the contact end of the generator control relay is connected to the ground; the contact of the first control relay is connected in series to the series controllable circuit of the positive pole of the battery to the excitation positive terminal of the generator, wherein the first control relay One end of the contact is connected to the ignition switch and the other end is connected to the first diode, the contact of the generator control relay is a normally open contact and the contact of the first control relay is a normally closed contact.
  • the coil of the generator control relay is connected in series with a second diode that generates a reverse voltage instantaneously by a coil for blocking the generator control relay, and is connected in parallel with the engine ECU, and the engine ECU is also started.
  • the coils of the machine control relay are connected in parallel.
  • the contact of the generator control relay is a time-delay closed normally closed contact.
  • the generator control unit is further provided with a second control relay, wherein the generator control relay is connected in series to the series controllable circuit of the positive pole of the generator to the excitation positive terminal of the generator through the second control relay, the second a coil of the control relay is connected in series with a contact of the generator control relay, wherein a contact of the contact of the generator control relay and the opposite end of the ignition switch is connected to a coil of the second control relay, and the coil of the second control relay The opposite end of the contact end of the generator control relay is connected to the ground; the contact of the second control relay is connected in series to the series controllable circuit of the positive pole of the battery to the excitation positive terminal of the generator, wherein the second control relay One end of the contact The ignition switch is connected and the other end is connected to the first diode, the contact of the generator control relay is a normally open contact that is time-delayed, and the contact of the second control relay is a normally closed contact.
  • the invention has the beneficial effects of:
  • the engine ECU controls the starting and running of the generator according to the operating conditions of the engine, which can effectively reduce the engine starting load and improve the cold starting capability.
  • the generator control relay is provided and controlled by the engine ECU, and the control of the startup operation of the generator can be skillfully realized, so that the structure is small, the cost is saved, and the control precision is improved.
  • the engine control unit and the starter control relay can be interlocked by the engine ECU and a time delay relay can be used, which can effectively improve the control accuracy and accuracy.
  • the first diode by setting the first diode, the influence of the reverse voltage generated by the generator excitation coil on the entire circuit can be effectively avoided.
  • the second diode it is possible to block the reverse voltage generated when the coil of the generator control relay is turned off, and to prevent the reverse voltage from affecting the interference of the engine ECU to the line diagnosis and control of the starter control relay.
  • Figure 1 is a flow chart of the present invention
  • FIG. 2 is a schematic structural view of a circuit in Embodiment 2 of the present invention.
  • Embodiment 3 is a schematic structural view of a circuit in Embodiment 3 of the present invention.
  • Embodiment 4 is a schematic structural view of a circuit in Embodiment 4 of the present invention.
  • FIG. 5 is a schematic structural diagram of a circuit in Embodiment 5 of the present invention.
  • the present invention provides a vehicle generator control method.
  • the engine ECU controls the generator according to the operating conditions of the engine, and the control process is as follows:
  • the engine ECU determines that the engine is in the starting condition, the engine ECU controls the generator excitation circuit 100 to be disconnected, so that the generator does not generate power;
  • the engine ECU determines that the engine is in an idle condition
  • the engine ECU controls the generator excitation circuit 100 to be closed, so that the generator starts power generation, and after the generator starts power generation, the generator performs normal power generation until the engine stops running.
  • the engine ECU determines the engine operating condition by the engine speed signal and the engine start signal.
  • the engine ECU receives the engine start signal and the received engine speed signal indicates that the engine speed is lower than the idle speed, it is the starting condition, and the engine ECU receives the engine.
  • the speed signal indicates that the engine speed is at idle, and it is an idle condition.
  • the generator excitation circuit 100 is provided with a generator control relay K2, and the engine ECU performs on-off control of the generator excitation circuit 100 through the generator control relay K2 to realize control of the generator operation.
  • the generator control relay K2 is disposed on the series controllable circuit of the excitation positive terminal D+ of the generator to the positive pole of the battery B1.
  • the engine ECU controls the generator control relay K2 to operate, so that the generator excitation circuit 100 is disconnected, so that the generator G cannot generate power, when the engine ECU receives
  • the generator control relay K2 is controlled to cause the generator excitation circuit 100 to be closed, the battery B1 gives the engine G enough current, the generator G generates power, and then, when the engine is working normally, Generator G It is capable of generating electricity and capable of self-excited power generation after the generator G performs normal power generation.
  • the engine speed signal and the engine start signal are obtained for signal detection by the existing detecting device of the vehicle itself and are provided to the engine ECU.
  • the engine enters an idle range of 600-800 rpm.
  • the present invention provides a vehicle generator control system including an engine ECU and a battery B1, and a generator switch connected to the engine ECU for on-off control of the generator excitation circuit 100.
  • Unit 10 one end of the generator switch unit 10 is connected to the excitation positive terminal D+ of the generator through a first diode D1 for avoiding a reverse voltage generated by the generator excitation coil, and the other end of the generator switch unit 10 is passed through the ignition switch K1 Connected to the positive terminal of the battery B1 to form a series controllable circuit of the battery B1 positive electrode to the excitation positive terminal D+ of the generator, wherein the negative pole of the first diode D1 is connected to the excitation positive terminal D+ of the generator.
  • the positive electrode B1 of the battery B1 is connected to the positive output terminal B+ of the generator G, and the negative electrode of the battery B1 is connected to the ground GND.
  • the indicator L1 is also provided on the branch connected to the positive terminal D+ of the generator G of the generator B1.
  • the generator control unit 10 is provided with a generator control relay K2, the coil of the generator control relay K2 is connected in parallel with the engine ECU, and the contact of the generator control relay K2 is connected in series to the series controllable of the positive pole of the battery B1 to the excitation positive terminal D+ of the generator.
  • the contact of the generator control relay K2 is connected to the ignition switch K1 and the other end is connected to the first diode D1.
  • the contact of the generator control relay K2 is a normally closed contact.
  • the first diode D1 can effectively avoid the influence of the reverse voltage generated by the generator excitation coil on the entire circuit.
  • the coil of the generator control relay K2 is energized to cause the contact of the generator control relay K2 to be turned off, so that the generator excitation circuit 100 is disconnected. Therefore, the generator G cannot generate electricity when the engine ECU Receiving the engine speed indicates that the engine enters the idle condition, then controlling the coil of the generator control relay K2 to be powered off such that the contact of the generator control relay K2 is closed so that the generator excitation circuit 100 is closed, and the battery B1 gives the generator G enough excitation
  • the present invention provides a vehicle generator control system including an engine ECU and a battery B1, and a generator switch connected to the engine ECU for on-off control of the generator excitation circuit 100.
  • Unit 10 one end of the generator switch unit 10 is connected to the excitation positive terminal D+ of the generator through a first diode D1 for avoiding a reverse voltage generated by the generator excitation coil, and the other end of the generator switch unit 10 is passed through the ignition switch K1 Connected to the positive terminal of the battery B1 to form a series controllable circuit of the battery B1 positive electrode to the excitation positive terminal D+ of the generator, wherein the negative pole of the first diode D1 is connected to the excitation positive terminal D+ of the generator.
  • the positive electrode B1 of the battery B1 is connected to the positive output terminal B+ of the generator G, and the negative electrode of the battery B1 is connected to the ground GND.
  • the indicator L1 is also provided on the branch connected to the positive terminal D+ of the generator G of the generator B1.
  • the generator control unit 10 is provided with a generator control relay K2 and a first control relay K3 for connecting the generator control relay K2 in series with the series controllable circuit of the battery B1 positive pole to the excitation positive terminal D+ of the generator G, the first control relay
  • the coil of K3 is connected in series with the contact of the generator control relay K2, wherein the contact of the contact of the generator control relay K2 and the opposite end of the ignition switch K1 is connected to the coil of the first control relay K3, and the coil of the first control relay K3
  • the opposite end of the contact connection end of the generator control relay K2 is connected to the ground line GND;
  • the contact of the first control relay K3 is connected in series to the series controllable circuit of the positive pole of the battery B1 to the excitation positive terminal D+ of the generator G, wherein One end of the first control relay K3 is connected to the ignition switch K1 and the other end is connected to the first diode D1, the contact of the generator control relay K2 is a normally open contact and the contact of the
  • the generator control relay K2 is closed to close the contact of the first control relay K3, so that the generator excitation circuit 100 is disconnected, thereby The generator G is unable to generate electricity.
  • the control generator control relay K2 contacts are opened such that the first control relay K3 contacts are closed, so that the generator excitation circuit 100 is closed.
  • the battery B1 gives the engine G enough current, and the generator G performs power generation. Then, when the engine is working normally, the generator G can generate electricity, and at the same time, the generator G can perform self-excitation after normal power generation.
  • the difference is that the coil of the generator control relay K2 is connected in series with a second diode D2 for interrupting the moment when the coil of the generator control relay K2 is turned off.
  • the engine ECU is also connected in parallel with the coil of the starter control relay K4.
  • the contact of the generator control relay K2 is a time-closed normally closed contact.
  • the second diode D2 can block the reverse voltage generated when the coil of the generator control relay K2 is turned off, and prevent the reverse voltage from affecting the interference of the engine ECU to the line diagnosis and control of the starter control relay K4. .
  • the engine ECU delays closing the generator control relay K2 and the starter control relay K4 and the generator control relay K2, which can effectively improve the control accuracy and accuracy.
  • the contact of the starter control relay K4 is a normally open contact.
  • the control starter control relay K4 when the engine ECU receives the engine speed signal and the engine start signal, the control starter control relay K4 is closed, and the coil of the generator control relay K2 is energized so that the contact of the generator control relay K2 is broken. On, the generator excitation circuit 100 is disconnected, so that the generator G cannot generate electricity; when the engine ECU receives the engine speed to indicate that the engine enters the idle condition, the control starter control relay K4 is turned off, and the generator control relay K2 is controlled at the same time.
  • the energization is closed, so that the generator excitation circuit 100 is closed, the battery B1 gives the generator G enough current, the generator G generates electricity, and then the generator G can generate electricity when the engine is working normally, and at the same time Self-excited power generation can be performed after the generator G performs normal power generation.
  • the generator control unit 10 is provided with a generator control relay K2 and a series connection for the generator control relay K2 connected in series to the excitation positive terminal D+ of the battery B1 positive pole to the generator G.
  • a second control relay K5 on the control circuit the coil of the second control relay K5 is connected in series with the contact of the generator control relay K2, wherein the contact of the generator control relay K2 and the opposite end of the connection end of the ignition switch K1 and the point 2.
  • the coil of the control relay K5 is connected, the coil of the second control relay K5 and the opposite end of the contact end of the generator control relay K2 are connected to the ground GND; the contact of the second control relay K5 is connected in series to the positive pole of the battery B1 to generate electricity.
  • the control starter control relay K4 when the engine ECU receives the engine speed signal and the engine start signal, the control starter control relay K4 is closed, and the contact of the generator control relay K2 is closed so that the second control relay K5 is disconnected.
  • the generator excitation circuit 100 is disconnected, so that the generator G cannot generate electricity; when the engine ECU receives the engine speed indicating that the engine enters the idle condition, the control starter control relay K4 is turned off, and the generator control relay K2 is controlled.
  • the second control relay K5 is closed, so that the generator excitation circuit 100 is closed, the battery B1 gives the generator G enough current, the generator G generates electricity, and then the power is generated when the engine is working normally.
  • the machine G is capable of generating electricity, and at the same time, self-excited power generation can be performed after the generator G performs normal power generation.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Charge By Means Of Generators (AREA)
  • Control Of Eletrric Generators (AREA)

Abstract

一种车用发电机控制方法，发动机ECU根据发动机的运行工况对发电机进行控制，其控制过程如下：当发动机ECU判断发动机处于起动工况时，发动机ECU控制发电机他励回路断开，使得发电机不发电；发动机ECU判断发动机进入怠速工况时，发动机ECU控制发电机他励回路闭合，使得发电机启动发电，在发电机启动发电后，发电机进行正常发电直到发动机停止运行。该车用发电机控制方法可以有效降低发动机起动负载并且提高冷起动能力。还提供了一种车用发电机控制系统。

Description

车用发电机控制方法及其系统 技术领域
本发明涉及发电机控制技术领域，尤其涉及一种车用发电机控制方法，还涉及一种车用发电机控制系统。
背景技术
对于他励发电机，发电机发电需要经历他励、自励两个过程：在发动机起动工况即马达被托转到怠速的过程，发电机励磁线圈需要通过接入外部电流以产生励磁磁场，这个需要外部电能来产生或维持励磁磁场的过程即为他励；当发电机转速达到一定值后，发电机开始输出电能，同时可自己供给励磁电流以维持励磁磁场，即为自励。在现有车辆控制中，当点火钥匙上电后，发电机励磁线圈开始充电，一旦开始起动，发电机往往在起动马达起动中途便开始发电，然而，此时起动马达还处于啮合状态，耗电大、蓄电池SOC低，发电机为满足负载需求会瞬间产生大电流，成为起动工况下的较大负载。发电机起动工况产生的瞬间大电流负载将会增大发电机起动负载，影响车辆冷起动能力，导致车辆冷天无法起动或难起动，此现象于中轻型车尤为明显。
发明内容
本发明的目的一是，提供一种车用发电机控制方法，可以有效降低发动机起动负载并且提高冷起动能力。
本发明的目的二是，提供该方法的一种车用发电机控制系统。
为实现该目的一，提供了一种车用发电机控制方法，发动机ECU根据发动 机的运行工况对发电机进行控制，其控制过程如下：
当发动机ECU判断发动机处于起动工况时，发动机ECU控制发电机他励回路断开，使得发电机不发电；
发动机ECU判断发动机进入怠速工况时，发动机ECU控制发电机他励回路闭合，使得发电机启动发电，在发电机启动发电后，发电机进行正常发电直到发动机停止运行。
优选地，所述发动机ECU通过发动机转速信号和发动机启动信号对发动机工况进行判断，当发动机ECU接收到发动机启动信号并且接收到的发动机转速信号显示发动机转速低于怠速，则为起动工况，发动机ECU接收到发动机转速信号显示发动机转速处于怠速，则为怠速工况。
优选地，所述发电机他励回路中设置有发电机控制继电器，所述发动机ECU通过发电机控制继电器对发电机他励回路进行通断控制，实现对发电机工作的控制。
优选地，所述发电机控制继电器设置于发电机的励磁正极端子到蓄电池正极的串联可控电路上。
为实现目的二，本发明还提够了一种车用发电机控制系统，包括发动机ECU和蓄电池，还包括与发动机ECU信号连接用于对发电机他励回路进行通断控制的发电机开关单元，所述发电机开关单元一端通过用于避免发电机励磁线圈产生反向电压的第一二极管与发电机的励磁正极端子连接，并且所述发电机开关单元另一端通过点火开关与蓄电池正极连接，从而形成蓄电池正极到发电机的励磁正极端子的串联可控电路，其中，第一二极管的负极与发电机的励磁正极端子连接。
优选地，所述发电机控制单元设置有发电机控制继电器，所述发电机控制 继电器的线圈与发动机ECU并联，所述发电机控制继电器的触点串联于蓄电池正极到发电机的励磁正极端子的串联可控电路上，其中发电机控制继电器的触点一端与点火开关连接并且另一端与第一二极管连接。
优选地，所述发电机控制单元还设置有第一控制继电器，所述发电机控制继电器通过第一控制继电器串联于蓄电池正极到发电机的励磁正极端子的串联可控电路上，所述第一控制继电器的线圈与发电机控制继电器的触点串联，其中，所述发电机控制继电器的触点与点火开关连接端的相对另一端与第一控制继电器的线圈连接，所述第一控制继电器的线圈与发电机控制继电器的触点连接端的相对另一端与地线连接；所述第一控制继电器的触点串联于蓄电池正极到发电机的励磁正极端子的串联可控电路上，其中第一控制继电器的触点一端与点火开关连接并且另一端与第一二极管连接，所述发电机控制继电器的触点为常开触点并且第一控制继电器的触点为常闭触点。
优选地，所述发电机控制继电器的线圈与一用于阻断发电机控制继电器的线圈断开瞬间产生反向电压的第二二极管串联后与发动机ECU并联，所述发动机ECU还与起动机控制继电器的线圈并联。
优选地，所述发电机控制继电器的触点为延时闭合常闭触点。
优选地，所述发电机控制单元还设置有第二控制继电器，所述发电机控制继电器通过第二控制继电器串联于蓄电池正极到发电机的励磁正极端子的串联可控电路上，所述第二控制继电器的线圈与发电机控制继电器的触点串联，其中，所述发电机控制继电器的触点与点火开关连接端的相对另一端与第二控制继电器的线圈连接，所述第二控制继电器的线圈与发电机控制继电器的触点连接端的相对另一端与地线连接；所述第二控制继电器的触点串联于蓄电池正极到发电机的励磁正极端子的串联可控电路上，其中第二控制继电器的触点一端 与点火开关连接并且另一端与第一二极管连接，所述发电机控制继电器的触点为延时断开的常开触点并且第二控制继电器的触点为常闭触点。
本发明与现有技术相比，其有益效果在于：
本发明中发动机ECU根据发动机的工况对发电机的启动和运行进行控制，可以有效降低发动机起动负载并且提高冷起动能力。在本发明的发电机控制单元中设置发电机控制继电器并且通过发动机ECU进行控制，能够巧妙实现对发电机的启动运行的控制，使得结构小并且节省成本、提高控制精度。在本发明中能够通过发动机ECU对发电机控制单元和起动机控制继电器进行连锁控制并且采用延时继电器，能够有效的提高控制精度和准确度。在本发明中通过设置第一二极管能够有效避免发电机励磁线圈产生的反向电压对整个电路的影响。在本发明中通过设置第二二极管能够阻断发电机控制继电器的线圈断开瞬间产生反向电压，避免反向电压影响发动机ECU对起动机控制继电器的线路诊断、控制的干扰。
附图说明
图1为本发明流程图；
图2为本发明中实施例二中电路结构示意图；
图3为本发明中实施例三中电路结构示意图；
图4为本发明中实施例四中电路结构示意图；
图5为本发明中实施例五中电路结构示意图。
具体实施方式
下面结合实施例，对本发明作进一步的描述，但不构成对本发明的任何限制，任何在本发明权利要求范围所做的有限次的修改，仍在本发明的权利要求范围内。
实施例一
如图1-图2所示，本发明提供了一种车用发电机控制方法，发动机ECU根据发动机的运行工况对发电机进行控制，其控制过程如下：
当发动机ECU判断发动机处于起动工况时，发动机ECU控制发电机他励回路100断开，使得发电机不发电；
发动机ECU判断发动机进入怠速工况时，发动机ECU控制发电机他励回路100闭合，使得发电机启动发电，在发电机启动发电后，发电机进行正常发电直到发动机停止运行。
发动机ECU通过发动机转速信号和发动机启动信号对发动机工况进行判断，当发动机ECU接收到发动机启动信号并且接收到的发动机转速信号显示发动机转速低于怠速，则为起动工况，发动机ECU接收到发动机转速信号显示发动机转速处于怠速，则为怠速工况。发电机他励回路100中设置有发电机控制继电器K2，发动机ECU通过发电机控制继电器K2对发电机他励回路100进行通断控制，实现对发电机工作的控制。发电机控制继电器K2设置于发电机的励磁正极端子D+到蓄电池B1正极的串联可控电路上。
在本实施例中，发动机ECU接收发动机转速信号和发动机启动信号后，则控制发电机控制继电器K2动作，使得发电机他励回路100断开，从而发电机G不能够进行发电，当发动机ECU接收发动机转速表明发动机进入怠速工况，则控制发电机控制继电器K2动作使得发电机他励回路100闭合，蓄电池B1给发动机G提够他励电流，发电机G进行发电，然后在发动机正常工作时，发电机G 能够进行发电，同时在发电机G进行正常发电后能够进行自励发电。
在本实施例中，发动机转速信号和发动机启动信号为汽车本身已有的检测装置进行的信号检测所得并且提够给发动机ECU。发动机进入怠速范围为600-800转/分钟。
实施例二
如图2所示，本发明提供了一种车用发电机控制系统，包括发动机ECU和蓄电池B1，还包括与发动机ECU信号连接用于对发电机他励回路100进行通断控制的发电机开关单元10，发电机开关单元10一端通过用于避免发电机励磁线圈产生反向电压的第一二极管D1与发电机的励磁正极端子D+连接，并且发电机开关单元10另一端通过点火开关K1与蓄电池B1正极连接，从而形成蓄电池B1正极到发电机的励磁正极端子D+的串联可控电路，其中，第一二极管D1的负极与发电机的励磁正极端子D+连接。蓄电池B1正极与发电机G的正极输出端子B+连接并且蓄电池B1负极与地线GND连接，蓄电池B1正极与发电机G的励磁正极端子D+连接的支路上还设置有指示灯L1。
发电机控制单元10设置有发电机控制继电器K2，发电机控制继电器K2的线圈与发动机ECU并联，发电机控制继电器K2的触点串联于蓄电池B1正极到发电机的励磁正极端子D+的串联可控电路上，其中发电机控制继电器K2的触点一端与点火开关K1连接并且另一端与第一二极管D1连接。
在本实施例中，发电机控制继电器K2为的触点为常闭触点。第一二极管D1能够有效避免发电机励磁线圈产生的反向电压对整个电路的影响。
在本实施例中，发动机ECU接收发动机转速信号和发动机启动信号后，则控制发电机控制继电器K2的线圈通电使得发电机控制继电器K2的触点断开，使得发电机他励回路100断开，从而发电机G不能够进行发电，当发动机ECU 接收发动机转速表明发动机进入怠速工况，则控制发电机控制继电器K2的线圈断电使得发电机控制继电器K2的触点闭合使得发电机他励回路100闭合，蓄电池B1给发电机G提够他励电流，发电机G进行发电，然后在发动机正常工作时，发电机G能够进行发电，同时在发电机G进行正常发电后能够进行自励发电。
实施例三
如图3所示，本发明提供了一种车用发电机控制系统，包括发动机ECU和蓄电池B1，还包括与发动机ECU信号连接用于对发电机他励回路100进行通断控制的发电机开关单元10，发电机开关单元10一端通过用于避免发电机励磁线圈产生反向电压的第一二极管D1与发电机的励磁正极端子D+连接，并且发电机开关单元10另一端通过点火开关K1与蓄电池B1正极连接，从而形成蓄电池B1正极到发电机的励磁正极端子D+的串联可控电路，其中，第一二极管D1的负极与发电机的励磁正极端子D+连接。蓄电池B1正极与发电机G的正极输出端子B+连接并且蓄电池B1负极与地线GND连接，蓄电池B1正极与发电机G的励磁正极端子D+连接的支路上还设置有指示灯L1。
发电机控制单元10设置发电机控制继电器K2和用于发电机控制继电器K2串联于蓄电池B1正极到发电机G的励磁正极端子D+的串联可控电路上的第一控制继电器K3，第一控制继电器K3的线圈与发电机控制继电器K2的触点串联，其中，发电机控制继电器K2的触点与点火开关K1连接端的相对另一端与第一控制继电器K3的线圈连接，第一控制继电器K3的线圈与发电机控制继电器K2的触点连接端的相对另一端与地线GND连接；第一控制继电器K3的触点串联于蓄电池B1正极到发电机G的励磁正极端子D+的串联可控电路上，其中第一控制继电器K3的触点一端与点火开关K1连接并且另一端与第一二极管D1连接，发电机控制继电器K2的触点为常开触点并且第一控制继电器K3的触点为常闭触 点。
在本实施例中，发动机ECU接收发动机转速信号和发动机启动信号后，则控制发电机控制继电器K2触点闭合使得第一控制继电器K3触点断开，从而发电机他励回路100断开，从而发电机G不能够进行发电，当发动机ECU接收发动机转速表明发动机进入怠速工况，则控制发电机控制继电器K2触点断开使得第一控制继电器K3触点闭合，从而发电机他励回路100闭合，蓄电池B1给发动机G提够他励电流，发电机G进行发电，然后在发动机正常工作时，发电机G能够进行发电，同时在发电机G进行正常发电后能够进行自励发电。
实施例四
如图4所示，如实施例二，区别在于，发电机控制继电器K2的线圈与一用于阻断发电机控制继电器K2的线圈断开瞬间产生反向电压的第二二极管D2串联后与发动机ECU并联，发动机ECU还与起动机控制继电器K4的线圈并联。发电机控制继电器K2的触点为延时闭合常闭触点。
在本实施例中，第二二极管D2能够阻断发电机控制继电器K2的线圈断开瞬间产生反向电压，避免反向电压影响发动机ECU对起动机控制继电器K4的线路诊断、控制的干扰。发动机ECU对发电机控制继电器K2和起动机控制继电器K4并且发电机控制继电器K2进行延时闭合，能够有效的提高控制精度和准确度。起动机控制继电器K4的触点为常开触点。
在本实施例中，工作时，发动机ECU接收发动机转速信号和发动机启动信号后，则控制起动机控制继电器K4闭合，同时控制发电机控制继电器K2的线圈通电使得发电机控制继电器K2的触点断开，使得发电机他励回路100断开，从而发电机G不能够进行发电；当发动机ECU接收发动机转速表明发动机进入怠速工况，控制起动机控制继电器K4断开，同时控制发电机控制继电器K2的 触点延时后闭合通电，从而发电机他励回路100闭合，蓄电池B1给发电机G提够他励电流，发电机G进行发电，然后在发动机正常工作时，发电机G能够进行发电，同时在发电机G进行正常发电后能够进行自励发电。
实施例五
如图5所示，如实施例四，区别在于，发电机控制单元10设置发电机控制继电器K2和用于发电机控制继电器K2串联于蓄电池B1正极到发电机G的励磁正极端子D+的串联可控电路上的第二控制继电器K5，第二控制继电器K5的线圈与发电机控制继电器K2的触点串联，其中，发电机控制继电器K2的触点与点火开关K1连接端的相对另一端与点第二控制继电器K5的线圈连接，第二控制继电器K5的线圈与发电机控制继电器K2的触点连接端的相对另一端与地线GND连接；第二控制继电器K5的触点串联于蓄电池B1正极到发电机G的励磁正极端子D+的串联可控电路上，其中第二控制继电器K5的触点一端与点火开关K1连接并且另一端与第一二极管D1连接，发电机控制继电器K2的触点为延时断开的常开触点并且第二控制继电器K5的触点为常闭触点。
在本实施例中，工作时，发动机ECU接收发动机转速信号和发动机启动信号后，则控制起动机控制继电器K4闭合，同时控制发电机控制继电器K2的触点闭合使得第二控制继电器K5断开，使得发电机他励回路100断开，从而发电机G不能够进行发电；当发动机ECU接收发动机转速表明发动机进入怠速工况，则控制起动机控制继电器K4断开，同时控制发电机控制继电器K2的触点延时后断开使得第二控制继电器K5闭合，从而发电机他励回路100闭合，蓄电池B1给发电机G提够他励电流，发电机G进行发电，然后在发动机正常工作时，发电机G能够进行发电，同时在发电机G进行正常发电后能够进行自励发电。
通过发动机ECU对发电机控制继电器K2和起动机控制继电器K4同时控制 并且发电机控制继电器K2进行延时断开控制第二控制继电器K5闭合，能够有效的提高控制精度和准确度。
以上仅是本发明的优选实施方式，应当指出对于本领域的技术人员来说，在不脱离本发明结构的前提下，还可以作出若干变形和改进，这些都不会影响本发明实施的效果和专利的实用性。

Claims (10)

  1. 一种车用发电机控制方法，发动机ECU根据发动机的运行工况对发电机进行控制，其特征在于，其控制过程如下：
    当发动机ECU判断发动机处于起动工况时，发动机ECU控制发电机他励回路(100)断开，使得发电机不发电；
    发动机ECU判断发动机进入怠速工况时，发动机ECU控制发电机他励回路(100)闭合，使得发电机启动发电，在发电机启动发电后，发电机进行正常发电直到发动机停止运行。
  2. 根据权利要求1所述的一种车用发电机控制方法，其特征在于：所述发动机ECU通过发动机转速信号和发动机启动信号对发动机工况进行判断，当发动机ECU接收到发动机启动信号并且接收到的发动机转速信号显示发动机转速低于怠速，则为起动工况，发动机ECU接收到发动机转速信号显示发动机转速处于怠速，则为怠速工况。
  3. 根据权利要求1所述的一种车用发电机控制方法，其特征在于：所述发电机他励回路(100)中设置有发电机控制继电器(K2)，所述发动机ECU通过发电机控制继电器(K2)对发电机他励回路(100)进行通断控制，实现对发电机工作的控制。
  4. 根据权利要求3所述的一种车用发电机控制方法，其特征在于：所述发电机控制继电器(K2)设置于发电机的励磁正极端子(D+)到蓄电池(B1)正极的串联可控电路上。
  5. 一种根据权利要求1-4中任意一项所述的车用发电机控制系统，包括发动机ECU和蓄电池(B1)，其特征在于：还包括与发动机ECU信号连接用于对发电机他励回路(100)进行通断控制的发电机开关单元(10)，所述发电机开关单元(10)一端通过用于避免发电机励磁线圈产生反向电压的第一二极管(D1) 与发电机的励磁正极端子(D+)连接，并且所述发电机开关单元(10)另一端通过点火开关(K1)与蓄电池(B1)正极连接，从而形成蓄电池(B1)正极到发电机的励磁正极端子(D+)的串联可控电路，其中，第一二极管(D1)的负极与发电机的励磁正极端子(D+)连接。
  6. 根据权利要求5所述的一种车用发电机控制系统，其特征在于：所述发电机控制单元(10)设置有发电机控制继电器(K2)，所述发电机控制继电器(K2)的线圈与发动机ECU并联，所述发电机控制继电器(K2)的触点串联于蓄电池(B1)正极到发电机的励磁正极端子(D+)的串联可控电路上，其中发电机控制继电器(K2)的触点一端与点火开关(K1)连接并且另一端与第一二极管(D1)连接。
  7. 根据权利要求6所述的一种车用发电机控制系统，其特征在于：所述发电机控制单元(10)还设置有第一控制继电器(K3)，所述发电机控制继电器(K2)通过第一控制继电器(K3)串联于蓄电池(B1)正极到发电机的励磁正极端子(D+)的串联可控电路上，所述第一控制继电器(K3)的线圈与发电机控制继电器(K2)的触点串联，其中，所述发电机控制继电器(K2)的触点与点火开关(K1)连接端的相对另一端与第一控制继电器(K3)的线圈连接，所述第一控制继电器(K3)的线圈与发电机控制继电器(K2)的触点连接端的相对另一端与地线(GND)连接；所述第一控制继电器(K3)的触点串联于蓄电池(B1)正极到发电机的励磁正极端子(D+)的串联可控电路上，其中第一控制继电器(K3)的触点一端与点火开关(K1)连接并且另一端与第一二极管(D1)连接，所述发电机控制继电器(K2)的触点为常开触点并且第一控制继电器(K3)的触点为常闭触点。
  8. 根据权利要求6所述的一种车用发电机控制系统，其特征在于：所述发 电机控制继电器(K2)的线圈与一用于阻断发电机控制继电器(K2)的线圈断开瞬间产生反向电压的第二二极管(D2)串联后与发动机ECU并联，所述发动机ECU还与起动机控制继电器(K4)的线圈并联。
  9. 根据权利要求8所述的一种车用发电机控制系统，其特征在于：所述发电机控制继电器(K2)的触点为延时闭合常闭触点。
  10. 根据权利要求8所述的一种车用发电机控制系统，其特征在于：所述发电机控制单元(10)还设置有第二控制继电器(K5)，所述发电机控制继电器(K2)通过第二控制继电器(K5)串联于蓄电池(B1)正极到发电机的励磁正极端子(D+)的串联可控电路上，所述第二控制继电器(K5)的线圈与发电机控制继电器(K2)的触点串联，其中，所述发电机控制继电器(K2)的触点与点火开关(K1)连接端的相对另一端与第二控制继电器(K5)的线圈连接，所述第二控制继电器(K5)的线圈与发电机控制继电器(K2)的触点连接端的相对另一端与地线(GND)连接；所述第二控制继电器(K5)的触点串联于蓄电池(B1)正极到发电机的励磁正极端子(D+)的串联可控电路上，其中第二控制继电器(K5)的触点一端与点火开关(K1)连接并且另一端与第一二极管(D1)连接，所述发电机控制继电器(K2)的触点为延时断开的常开触点并且第二控制继电器(K5)的触点为常闭触点。
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