WO2003079515A1

WO2003079515A1 - Charge voltage regulator for battery in vehicle

Info

Publication number: WO2003079515A1
Application number: PCT/JP2003/003208
Authority: WO
Inventors: Yoshinobu Yashiro; Toru Miura; Motoaki Mizushima; Yuichiro Sawada
Original assignee: Yamaha Hatsudoki Kabushiki Kaisha
Priority date: 2002-03-19
Filing date: 2003-03-17
Publication date: 2003-09-25
Also published as: AU2003221414A1; TWI297234B; TW200401490A; JP2003284256A

Abstract

A charge voltage regulator comprising a generator (26) interlockingly coupled with a running/driving internal combustion engine (2), a battery (28) connected to this generator (26) via a charge control circuit (27), and a starting motor (29) driven by the power from this battery (28). When the internal combustion engine (2) is started or accelerated, and later is found running at less than a specified rotation speed and running for less than a specified time after the starting or the accelerating, the charge control circuit (27) is controlled to reduce a charge voltage from the generator (26) to the battery (28) to below a normal-time reference charge voltage. Accordingly, the starting of an internal combustion engine or the acceleration of a vehicle by running an internal combustion engine can be quickened without wastefully reducing a vehicle-mounted battery charge amount.

Description

Specification

Charge voltage adjustment device for battery in vehicles

According to the present invention, a generator is driven by the power of an internal combustion engine provided for driving the vehicle, and a charging voltage is input to the battery by the generator, and the battery is connected to the battery in accordance with the operating state of the internal combustion engine. The present invention relates to a charging voltage adjusting device for a battery in a vehicle, which adjusts a value of a charging voltage of the vehicle. Background art

Conventionally, there is a charging voltage adjusting device for a battery in the vehicle described in Japanese Patent Application Laid-Open Publication No. 2000-250359.

According to the above publication, the vehicle is driven by an electric generator linked to an internal combustion engine for driving the vehicle, a battery connected to the generator via a charge control circuit, and electric power of the battery. A starting motor for starting the internal combustion engine is provided.

By the operation of the internal combustion engine, the driving wheels of the vehicle are driven by the power output by the internal combustion engine, and the vehicle can run. In addition, a generator is driven by the power of the internal combustion engine, and a predetermined value of a charging voltage is input to the battery via the charging control circuit by the generator to perform charging. Then, electric power is output from the battery to an engine control circuit for the internal combustion engine or the like, so that the operation of the internal combustion engine can be continued.

On the other hand, when operating to start the internal combustion engine, the starting motor is driven by the electric power of the battery, and the internal combustion engine is linked (cranked) with the electric motor, so that the internal combustion engine is started. I'm sorry.

When accelerating the vehicle, the internal combustion engine is accelerated. Soshi Thus, the drive wheels of the vehicle are accelerated by the power of the internal combustion engine that is accelerated in this way, and the vehicle is thereby accelerated.

By the way, when starting the internal combustion engine, as described above, the starting motor is driven by the electric power of the battery to start the internal combustion engine, and at this time, the internal combustion engine drives the generator, and the generator Attempts to input a predetermined value of charging voltage to the battery.

That is, when starting the internal combustion engine, in addition to outputting electric power to the starting motor for starting the internal combustion engine, the battery also drives the generator with the start of the internal combustion engine. Outputs electric power to the starting motor. As a result, the electric power for driving the starting motor by the battery tends to decrease, so that it takes time to start the internal combustion engine, and there is a possibility that the internal combustion engine cannot be started quickly.

Therefore, in the above-described conventional technique, when the internal combustion engine is started, the value of the charging voltage from the generator to the battery is reduced for a predetermined time after the start, so that the battery drives the starting motor. Therefore, the start-up motor starts the internal combustion engine quickly.

When the starting motor is driven by the battery power as described above in order to start the internal combustion engine, for example, if the battery charge is already sufficient and sufficient power is started If the output can be output to the electric motor, the internal combustion engine becomes a predetermined rotational speed or more in a short time after the start. In such a case, simply reducing the value of the charging voltage to the battery for a predetermined time after the start of the internal combustion engine is not preferable because it unnecessarily reduces the charge amount of the battery. .

On the other hand, when the internal combustion engine is driven to accelerate the vehicle, the internal combustion engine accelerates and drives the drive wheels by using the power of the internal combustion engine. The generator is also driven to accelerate, and an attempt is made to input a predetermined value of charging voltage from the generator to the battery.

That is, when accelerating the vehicle, the internal combustion engine outputs power not only for driving the vehicle for acceleration but also for driving the generator for acceleration. For this reason, the power required for the internal combustion engine to accelerate the vehicle tends to decrease, so that it takes time to accelerate the vehicle, and this vehicle may not be able to accelerate quickly. Disclosure of the invention

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and enables a quick start of an internal combustion engine without unnecessarily reducing a charged amount of a battery mounted on a vehicle. The purpose is to enable the vehicle to accelerate quickly.

It is another object of the present invention to prevent the battery from being disadvantageous in that the amount of charge is insufficient when the above-mentioned object is achieved, and to achieve the object by a simple configuration.

The present invention includes a generator that is interlocked with a driving internal combustion engine, a battery that is connected to the generator via a charge control circuit, and a starting motor that is driven by the power of the battery. In the vehicle,

When the internal combustion engine is started or accelerated, and thereafter, it is determined that the internal combustion engine is less than a predetermined rotation speed, and when it is determined that the elapsed time after the start or acceleration is less than a predetermined time, The charge control circuit is controlled so that the value of the charge voltage from the generator to the battery becomes smaller than the value of the reference charge voltage in a normal state.

According to the above invention, the control of the charge control circuit is performed by starting or accelerating the internal combustion engine. If the operation is not performed quickly and it is determined that the vehicle is in an unusual operation state, in this case, the value of the charging current from the generator to the battery is made smaller as described above.

As described above, the load on the generator that drives the battery to input the charge voltage via the charge control circuit is reduced by the amount of the decrease in the charge voltage. Then, the burden on the internal combustion engine that outputs power to drive the generator is small.

Therefore, since the power output from the internal combustion engine is small, it is possible to start or accelerate the internal combustion engine more quickly.

Moreover, when the internal combustion engine has reached or exceeded a predetermined rotation speed after the internal combustion engine has been started or accelerated, even if the elapsed time is less than the predetermined time, the charging voltage is reduced to a small value. Therefore, the gear can be immediately shifted to the larger reference charging voltage.

Therefore, it is prevented that the amount of charge of the battery is unnecessarily reduced by maintaining the value of the charging voltage unnecessarily small.

In the above invention, the internal combustion engine is started or accelerated, and thereafter, it is determined that the internal combustion engine is lower than a predetermined rotation speed, and it is determined that the elapsed time after the start or acceleration has passed a predetermined time. Then, the charging control circuit may be controlled so that the charging voltage from the generator to the battery becomes the reference charging voltage. Further, the engine control circuit of the internal combustion engine and the charge control circuit may be integrated.

BRIEF DESCRIPTION OF THE FIGURES

Figure 1 is an overall diagram.

FIG. 2 is a flowchart of the engine control circuit. FIG. 3 is a graph showing an operating state of the internal combustion engine. BEST MODE FOR CARRYING OUT THE INVENTION

In FIG. 1, reference numeral 1 denotes a driving device for traveling driving mounted on a vehicle, and this vehicle is, for example, a motorcycle which is a straddle-type vehicle.

The drive device 1 includes a 4-cycle internal combustion engine 2. The internal combustion engine 2 includes an internal combustion engine main body 3. The internal combustion engine main body 3 is provided with a crankcase 4 supported by a vehicle body, a crankshaft 5 supported by the crankcase 4, and protruding from the crankcase 4. A cylinder 6, a piston 7 fitted into the cylinder 6, and a connecting rod 8 for interlocking the crankshaft 5 and the biston 7 are provided. Combustion chamber 9

The internal combustion engine 2 has an intake passage 12 for communicating the outside of the internal combustion engine main body 3 with a combustion chamber 9 of the internal combustion engine main body 3, and an opening (throttle opening) of the intake passage 12 is adjustable. A throttle valve 13 and fuel supply means 15 for supplying fuel 14 to the combustion chamber 9 of the internal combustion engine body 3 through the intake passage 12 are provided. The fuel supply means 15 includes a solenoid-operated open / close type fuel injection valve 17 that can inject the fuel 14 into the intake passage 12, and the fuel 14 in the fuel tank 18 to the fuel injection valve 17. A fuel pump 19 is provided under pressure. Further, an exhaust passage 21 for communicating the combustion chamber 9 with the outside of the internal combustion engine body 3 is provided.

The internal combustion engine 2 has an ignition plug 23 whose discharge section faces the combustion chamber 9, an ignition coil 24 electrically connected to the ignition plug 23, and an interlocking connection with a crankshaft 5 of the internal combustion engine 2. A generator 26, which is a flywheel magneto to be used, a battery 28 connected to the generator 26 via a charge control circuit 27, and an interlocking connection with the internal combustion engine body 3 of the internal combustion engine 2 A starting motor 29 electrically connected to the battery 28 and driven by the electric power of the battery 28; A crank angle detection sensor 32 that detects the crank angle クランク of the crankshaft 5 of the internal combustion engine body 3 and a rotation speed detection sensor that detects the rotation speed of the crankshaft 5 of the internal combustion engine body 3 (the rotation speed of the internal combustion engine 2) 3, a throttle opening detection sensor 34 for detecting the opening (throttle opening) of the throttle valve 13, and an intake pressure (intake negative pressure) of the intake passage 12 downstream of the throttle valve 13. Pressure) is provided with an intake pressure detection sensor 35. In addition, the fuel injection valve 17, the ignition coil 24, the generator 26, the charge control circuit 27, the battery 28, the starting motor 29, and each of the sensors 32 to 35 are electrically connected, An engine control circuit 37 for electronically controlling the internal combustion engine 2 is provided.

During the operation of the internal combustion engine 2, in the intake stroke of the internal combustion engine body 3 of the internal combustion engine 2, the air 39 on the atmosphere side is sucked into the combustion chamber 9 through the intake passage 12. At this time, the fuel 14 is supplied to the combustion chamber 9 by the fuel supply means 15, and an air-fuel mixture is generated by the fuel 14 and the air 39. Is done. The combustion gas generated by the combustion in the combustion chamber 9 of the internal combustion engine body 3 is exhausted to the outside of the internal combustion engine body 3 through the exhaust passage 21 as exhaust 40 in an exhaust stroke.

Then, with the combustion in the combustion chamber 9, the internal combustion engine body 3 of the internal combustion engine 2 outputs power to driving wheels for traveling of the vehicle, and the vehicle can travel. In addition, the generator 26 is driven by the power of the combustion engine 2, and a predetermined charging voltage is input to the battery 28 via the charging control circuit 27 and charged by the generator 26. Further, electric power is output from the battery 28 to the ignition coil 24, the charge control circuit 27, the sensors 32 to 35, the engine control circuit 37, and the like, so that the operation of the internal combustion engine 2 can be continued. It is said.

On the other hand, when operating to start the internal combustion engine 2, the battery 28 The starting electric motor 29 is driven by the electric power. Then, the crankshaft 5 of the internal combustion engine main body 3 of the internal combustion engine 2 is linked (cranked) to the starting motor 29, and the internal combustion engine 2 is started.

When the vehicle is to be accelerated, the throttle opening is increased by operating the throttle valve 13. Then, the injection amount of fuel 14 by the fuel injection valve 17 of the fuel supply means 15 is increased, the internal combustion engine 2 is accelerated, and the driving wheels of the vehicle are accelerated by the power of the internal combustion engine 2. The vehicle is accelerated.

The operation of the internal combustion engine 2 will be described in more detail with reference to FIGS.

FIG. 2 shows a flowchart for the engine control circuit 37, and S1-11 shows each step of the program.

First, in S1, when the internal combustion engine 2 is started, the flag is set to 0 at the start of the start. Here, the determination that the internal combustion engine 2 has been started is made by detecting the operation of the starting motor 29 or the like.

After the start of the start of the internal combustion engine 2, in S2, based on the detection signal of the rotation speed detection sensor 33, the internal combustion engine 2 is not less than a predetermined rotation speed (for example, l OOO r .p.m). Assume that it is determined. That is, it is assumed that it is determined that the internal combustion engine 2 is in the normal operation state in which the start is promptly performed. In this case, it is determined that the start operation has been completed, the flag is set to 1 after the start (S3), and the charge control circuit 27 is controlled by the engine control circuit 37, and the generator The value of the charging voltage from 26 to the battery 28 is set to the normal reference charging voltage value (14.5 V) (S 4), and then returns to S 1 to determine the operating state of the internal combustion engine 2. Is continued.

On the other hand, after the start of the start of the internal combustion engine 2, in S2, based on the detection signal of the rotation speed detection sensor 33, the internal combustion engine 2 is lower than the predetermined rotation speed. When it is determined, S5 is executed. In S5, when it is determined that the elapsed time from the start of the start is less than a predetermined time (for example, 5 seconds), the charge control circuit 27 is controlled by the engine control circuit 37. Thus, the value of the charging voltage from the generator 26 to the battery 28 is set to a charging voltage value (12.5 V) smaller than the normal reference charging voltage value (14.5 V).

That is, the control of the charge control circuit 27 by the engine control circuit 37 is performed when it is determined that the internal combustion engine 2 is in an unusual operating state in which the internal combustion engine 2 has not been started quickly. In other words, the value of the charging current from the generator 26 to the battery 28 is made smaller.

Then, as described above, when the value of the charging voltage is reduced, the load on the generator 26 that is driven to input the charging voltage to the battery 28 via the charging control circuit 27 is reduced. Then, the load on the internal combustion engine 2 that outputs power to drive the generator 26 is small.

Therefore, since the power output from the internal combustion engine 2 is small, it is possible to start the internal combustion engine 2 more quickly.

In addition, when the internal combustion engine 2 reaches or exceeds a predetermined rotation speed after the internal combustion engine 2 is started or accelerated, the charging voltage is reduced even if the elapsed time is shorter than the predetermined time. The value (12.5 V) of the charging voltage can be changed immediately to the larger value (14.5 V) of the reference charging voltage.

Therefore, by maintaining the value of the charging voltage unnecessarily low, it is possible to prevent the amount of charge of the battery 28 from being unnecessarily reduced.

On the other hand, in S5, when it is determined that the elapsed time from the start of the start of the internal combustion engine 2 has passed the predetermined time (not less than the predetermined time), the charging voltage is equal to the normal reference charging voltage. Value (14.5 V). That is, the control by the engine control circuit 37 determines that the start of the internal combustion engine 2 takes too much time and is in an unusual operating state with a larger load. If it takes too long to start the engine 2, leaving the charging voltage at a low value (12.5 V) for a long time will cause the battery 28 to run out of charge There is a fear. When the battery 28 has a shortage of charge, there is a possibility that the operation state of the internal combustion engine 2 cannot be continued in a short time, for example, the engine control circuit 37 does not operate. Therefore, as described above, when it takes too much time to start the internal combustion engine 2, the power of the internal combustion engine 2 that is output to drive the generator 26 is reduced. Prioritizing that the charging voltage is set to a normal value (14.5 V) is given priority so that the battery 28 secures a predetermined charging amount. Although it takes time to join the two, it is possible to continue the operating state of the internal combustion engine 2 for a long time, which is preferable for the running of the vehicle.

If the internal combustion engine 2 is in the operating state in which the start has been completed in S1, the post-start flag is set to 1 and S7 is executed.

If it is determined in S7 that the internal combustion engine 2 has not been accelerated, the acceleration state flag is set to 0, and the process returns to S1. Here, the determination as to whether or not the internal combustion engine 2 has been accelerated is performed as shown in FIG. 3 based on the detection signals of the sensors 32 to 35, which will be described later.

If it is determined in S7 that the vehicle is accelerated, the acceleration state flag is set to 1 and S8 is executed.

After determining that the internal combustion engine 2 has been accelerated (detecting that it has been accelerated), In S8, it is assumed that it is determined based on the detection signal of the rotation speed detection sensor 33 that the internal combustion engine 2 has a predetermined rotation speed (for example, 500 rpm or more). In other words, it is assumed that it is determined that the internal combustion engine 2 is in a normal operating state in which the acceleration is rapidly performed. In this case, it is determined that the acceleration operation has been completed, the acceleration state flag is set to 0 (S9), and the charging control circuit 27 is controlled by the engine control circuit 37 to generate the power generation. The value of the charging voltage from the engine 26 to the battery 28 is set to the normal reference charging voltage value (14.5 V) (S10), and thereafter, the process returns to S1, and the internal combustion engine 2 Operation is continued.

On the other hand, after the internal combustion engine 2 is determined to be accelerating, in S8, when it is determined that the internal combustion engine 2 is lower than the predetermined rotation speed based on the detection signal of the rotation speed detection sensor 33, S 11 is executed. In S11, when it is determined that the elapsed time from the time when the acceleration is determined to be less than a predetermined time (for example, 5 seconds), the charging control circuit 27 is controlled by the engine control circuit. 3 7, the value of the charging voltage (12.5 V) from the generator 26 to the battery 28 is smaller than the normal reference charging voltage (14.5 V). V). That is, it has been determined that the control by the engine control circuit 37 is for an unusual operation state in which the acceleration of the internal combustion engine 2 is not rapidly performed. The value of the charging current from generator 26 to battery 28 is made smaller.

As described above, when the value of the charging voltage is reduced, the load on the generator 26 that is driven to input the charging voltage to the battery 28 via the charging control circuit 27 is reduced. Then. The load on the internal combustion engine 2 that outputs power to drive the generator 26 is small.

Therefore, since the power output from the internal combustion engine 2 is small enough, Engine 2 accelerates more quickly.

On the other hand, when it is determined in SI 1 that the elapsed time after the determination that the internal combustion engine 2 has been accelerated has exceeded the predetermined time (not less than the predetermined time), the charging voltage is set to a normal reference value. It is the value of the charging voltage (14.5 V).

That is, the control by the engine control circuit 37 determines that the acceleration of the internal combustion engine 2 takes too much time and is in an unusual operating state with a larger load. If the acceleration of the engine 2 takes too long, if the charging voltage is kept at a small value (12.5 V) for a long time, the charge of the battery 28 becomes insufficient. There is a fear. When the battery 28 has a shortage of charge, there is a possibility that the operation state of the internal combustion engine 2 cannot be continued in a short time, for example, the engine control circuit 37 does not operate. Therefore, as described above, when the acceleration of the internal combustion engine 2 takes too long, the power of the internal combustion engine 2 that is output to drive the generator 26 is reduced. Prioritizing that the charging voltage is set to a normal value (14.5 V) is given priority so that the battery 28 can secure a predetermined charging amount. Although it takes time to accelerate the vehicle, the operation state of the internal combustion engine 2 can be continued for a long time, which is preferable for the running of the vehicle.

In FIG. 3, the injection timing and injection period (injection amount) of the fuel 14 of the fuel injection valve 17 are determined by the engine control circuit 37 based on the detection signals of the sensors 32 to 35. ing.

That is, the timing of the injection A of the fuel 14 by the fuel injection valve 17 is substantially the same as the crank angle における at the transition time of the internal combustion engine 2 from the compression stroke to the suction stroke, and The injection A is performed, and the period T of the injection A, that is, the injection amount is controlled as follows. In other words, the magnitude of the intake negative pressure Ρ detected by the intake pressure detection sensor 35 at substantially the same crank angle 01 at the transition time from the compression stroke to the explosion stroke of the internal combustion engine 2 (the same stroke). Accordingly, the period 噴射 of the injection の of the fuel 14 is determined. In this case, in FIG. 3, each of P 1 to P 6 and each of A 1 to A 6 correspond to each other.

More specifically, the fact that the intake negative pressure P is large as Pl, P2 (or small as P3-P6) is detected by the throttle opening detection sensor 34. The throttle opening is closed (or open), meaning that a small (or large) power output is required. For this reason, the period T of the injection A of the fuel 14 is shorter than the period T1 of the injections A1 and A2 (or longer than the period T2 of the injection A3—A6). ) Is done.

Also, whether or not the internal combustion engine 2 is accelerating in step S7 of FIG. 2 is determined as follows.

That is, at the transition time from the exhaust stroke to the intake stroke (the same stroke), at substantially the same crank angle 0 2, the intake negative pressure P is detected by the intake pressure detection sensor 35, respectively. When the difference ΔΡ between the rear intake negative pressures P 7 and P 8 exceeds the preset value, it is determined that the internal combustion engine 2 has been accelerated.

As shown by the two-dot chain line in FIG. 1, the charge control circuit 27 and the engine control circuit 37 are mounted on a single printed circuit board and are integrated (moduleed) with each other.

For this reason, the number of parts of the internal combustion engine 2 is reduced and the configuration is simplified, and In addition, the wiring work between the charge control circuit 27 and the engine control circuit 37 is simplified, so that the internal combustion engine 2 can be easily erected.

Although the above description is based on the illustrated example, the value of the charging voltage is determined by the determination that the fuel combustion engine 2 is lower than the predetermined rotation speed and the determination of the predetermined time of the elapsed time after the start of the engine or after the acceleration. In the case where control is performed so as to increase or decrease, the timings of the two determinations are substantially the same, but either may be earlier.

Further, the determination as to whether or not the internal combustion engine 2 has been started may be based on the detection signals of the vehicle speed, the crank angle detection sensor 132, and the throttle opening detection sensor 34. The determination as to whether or not the internal combustion engine 2 has been accelerated may be based on a change over time in the throttle opening based on the detection signal of the throttle opening detection sensor 34. Further, the present invention may be achieved by appropriately combining the individual components described above.

Claims

The scope of the claims

1. A generator (26) linked to an internal combustion engine (2) for driving the vehicle, a battery (28) connected to the generator (26) via a charge control circuit (27), and a battery (28) connected to the generator (26). (29) a starting motor driven by the electric power of (28),

The internal combustion engine (2) is started or accelerated, and thereafter, it is determined that the internal combustion engine (2) is less than a predetermined number of revolutions, and the elapsed time after the start or acceleration is less than a predetermined time. The charging control circuit (27) is controlled so that the value of the charging voltage from the generator (26) to the battery (28) becomes smaller than the value of the reference charging voltage in normal operation. Battery in a vehicle characterized by

2. The internal combustion engine (2) is started or accelerated, and thereafter, it is determined that the internal combustion engine (2) is lower than a predetermined number of revolutions, and a predetermined time has elapsed after the start or acceleration. When it is determined, the charging control circuit (27) is controlled so that the charging voltage from the generator (26) to the battery (28) becomes the reference charging voltage. 2. The charging voltage adjusting device for a battery in a vehicle according to claim 1.

3. The engine control circuit (37) of the internal combustion engine (2) and the charge control circuit (27) are integrated with each other, wherein the charge control circuit (27) is integrated with the charge control circuit (27). Charge voltage adjustment device for battery in vehicle.