JPH03173324A - Ac generator controller for vehicle - Google Patents
Ac generator controller for vehicleInfo
- Publication number
- JPH03173324A JPH03173324A JP31385389A JP31385389A JPH03173324A JP H03173324 A JPH03173324 A JP H03173324A JP 31385389 A JP31385389 A JP 31385389A JP 31385389 A JP31385389 A JP 31385389A JP H03173324 A JPH03173324 A JP H03173324A
- Authority
- JP
- Japan
- Prior art keywords
- predetermined time
- generator
- voltage
- output
- time
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000010248 power generation Methods 0.000 claims abstract description 3
- 238000005259 measurement Methods 0.000 abstract 1
- 230000007704 transition Effects 0.000 abstract 1
- 239000003990 capacitor Substances 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000005611 electricity Effects 0.000 description 4
- 230000005284 excitation Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
- 238000011105 stabilization Methods 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
- 230000001629 suppression Effects 0.000 description 1
Landscapes
- Control Of Charge By Means Of Generators (AREA)
Abstract
Description
【発明の詳細な説明】 ［産業上の利用分野ｊ この発明は車両用交流発電機の制御装置に関する。[Detailed description of the invention] [Industrial field of use] The present invention relates to a control device for a vehicle alternator.
［従来の技術］
車両用交流発電機は、一般にエンジンにより■ベルト等
を介して駆動され、回転エネルギーを電気エネルギーに
換えて出力するものであって、それも、近年では車両側
電気負荷の増大に伴って発電機も大出力のものが要求さ
れるようになってきている。ところが、発電機の出力が
大きくなると、発゛雀機駆動によるエンジンの負荷トル
クが大きくなる。そのため、特にエンジン始動直後のよ
うに爆発・燃焼の不安定な時期にはエンジン回転が不安
定な状態となりやすい。それに加えて、エンジン始動時
にはスタータモータ起動によって過放電した蓄電池を充
電すべく発電機は最大出力を出力するから、エンジンに
かかる負荷は一層大きくなり、ますますエンジン回転は
不安定状態に陥りやすくなる。このような現象は特に寒
冷時において顕著である。[Prior Art] A vehicle alternator is generally driven by an engine via a belt, etc., and outputs rotational energy by converting it into electrical energy. As a result, generators with high output are also required. However, as the output of the generator increases, the load torque of the engine due to the dynamo drive increases. Therefore, the engine rotation tends to become unstable, especially during times when explosion and combustion are unstable, such as immediately after the engine is started. In addition, when the engine starts, the generator outputs maximum output to charge the over-discharged storage battery by starting the starter motor, which increases the load on the engine and makes the engine rotation more likely to become unstable. . This phenomenon is particularly noticeable in cold weather.
従来、このような不都合を解決するため、例えば、特開
昭５８−６６５３８号公報に開示されているように、エ
ンジン始動直後の不安定な運転状態において、所定時間
、界磁コイルへの通電量を抑制し、エンジン負荷を軽減
してエンジンアイドル回転を安定化させようとしたもの
が提案されている。Conventionally, in order to solve such inconveniences, for example, as disclosed in Japanese Patent Application Laid-Open No. 58-66538, the amount of current applied to the field coil is reduced for a predetermined period of time in an unstable operating state immediately after engine startup. Some proposals have been made to stabilize engine idle speed by suppressing engine load and reducing engine load.
［考案が解決しようとする課題１
上記公報記載の従来の装置は、エンジン始動直後の所定
時間、界磁電流そのらのを抑制制御するため、それによ
って発電機出力は抑制されるものの、出力が０（Ａ）と
はならない。したがって、この装置の場合、発電機駆動
による負荷トルクを完全には排除できず、エンジン回転
の安定化は十分に達成されない。[Problem to be solved by the invention 1 The conventional device described in the above publication suppresses and controls the field current for a predetermined period of time immediately after the engine starts, so although the generator output is suppressed, the output is It will not be 0(A). Therefore, in the case of this device, the load torque caused by the generator drive cannot be completely eliminated, and the engine rotation cannot be sufficiently stabilized.
また、一般に、寒冷時においては発電機駆動のＶベルト
とプーリの馴染みが悪く、上記従来装置の場合、このよ
うな寒冷時においては発電機に駆動トルクが生じるとベ
ルトスリップ音を発生する場合がある。Additionally, in cold weather, the V-belt driven by the generator and the pulley generally do not fit well, and in the case of the conventional device described above, belt slipping noise may occur when drive torque is generated in the generator in such cold weather. be.
また、上記従来装置の場合は、始動後所定時間が経過し
た時に界磁電流は急激に増加して通常値に復帰し、発電
機出力ら急激に増加し、それに応じてエンジン負荷が急
激に増大するので、この瞬間にベルトスリップ音を発生
し易く、さらには、このような急激な負荷の増大によっ
て、エンジン回転の落ち込みが生じ得るという問題もあ
る。In addition, in the case of the above conventional device, when a predetermined period of time has passed after startup, the field current increases rapidly and returns to its normal value, and the generator output rapidly increases, and the engine load increases accordingly. Therefore, belt slip noise is likely to occur at this moment, and furthermore, such a sudden increase in load may cause a drop in engine rotation.
この発明は、上記のような問題点を解消するためになさ
れたもので、エンジン始動直後の発電機駆動による負荷
トルクを完全に排除してエンジン回転の安定化を達成す
るとともに、寒冷時のベルトスリップ音の発生を防止し
、また、発電機出力が復帰する際のベルトスリップ音の
発生やコーンノン回転の落ち込みを防止することを目的
とする。This invention was made to solve the above-mentioned problems, and it completely eliminates the load torque caused by the generator drive immediately after the engine starts, thereby achieving stabilization of engine rotation. The purpose is to prevent the generation of slip noise, and also to prevent the generation of belt slip noise and drop in cone non-rotation when the generator output is restored.
［課題を解決するだめの手段］
この発明に係る車両用交流発電機の制御装置（」、交流
発電機が発電を開始した後所定時間、界磁：コイルに直
列に挿入された開閉素子の導通率を最小設定値とし、所
定時間経過後に上記導通率の設定を上記最小設定値から
最大値まで漸増制御する界磁電流制御器を備えたしので
ある。[Means for Solving the Problems] A control device for a vehicle alternator according to the present invention (") conducts a field: a switching element inserted in series in a coil for a predetermined period of time after the alternator starts generating electricity. The present invention includes a field current controller that sets the conductivity rate to a minimum setting value and controls the setting of the conductivity rate to gradually increase from the minimum setting value to the maximum value after a predetermined period of time has elapsed.
［作用］
この発明においては、交流発電機が発電を開始した後の
所定時間は開閉素子の導通率が最小設定値とされ、発電
機の出力電圧は蓄電池電圧より低く抑えられる。そして
、所定時間経過後に開閉素子の導通率の設定が漸次最大
値まで増大され、出力電圧は漸増して所定時間後に電圧
調整器による本来の制御に移行する。[Operation] In the present invention, the conductivity of the switching element is set to the minimum setting value for a predetermined period of time after the alternator starts generating electricity, and the output voltage of the generator is suppressed to be lower than the storage battery voltage. Then, after a predetermined period of time has elapsed, the setting of the conductivity of the switching element is gradually increased to the maximum value, the output voltage is gradually increased, and after a predetermined period of time, the voltage regulator returns to the original control.
［実施例］
第１図はこの発明による車両用交流発電機の制御装置の
一実施例を示す回路図、第２図はその制御特性図である
。[Embodiment] FIG. 1 is a circuit diagram showing an embodiment of a control device for a vehicle alternator according to the present invention, and FIG. 2 is a control characteristic diagram thereof.
この実施例において、交流発電機（１）は電機子コイル
（１０１）と界磁コイル（＋０２）を有し、これに整流
器（２）が接続されている。整流器（２）はメイン出力
端子（２０１）、補助出力端子（２０２）および接地端
子（２０３）を有する。そして、定電圧源（Ａ）を構成
する抵抗（３０１）およびゼナーダイオード（３０２）
と、定電圧源（Ａ）を分圧して基Ｌ＄電圧回路を構成す
る分圧抵抗（３０３）、（３０４）と、発電機出力電圧
を検出する分圧抵抗（３０５）、（３０６）と、基準電
圧と発電機出力電圧とを比較出力するコンパレータ（３
０７）と、ベースがこのコンパレータ（３０７）の出力
端に接続されるとともに抵抗（３０８）を介して定電圧
源（Ａ）に接続された制御用トランジスタ（３０９）と
、抵抗（３１０）を介してベース電流が印加されるとと
もに上記制御用トランジスタ（３０９）によって断続制
御されるパワートランジスタ（３１１）と、界磁コイル
（＋０２）に並列に接続され断続サージを吸収するサプ
レッションダイオード（３１２）とからなる電圧調整器
（３）が設けられている。In this embodiment, the alternator (1) has an armature coil (101) and a field coil (+02), to which a rectifier (2) is connected. The rectifier (2) has a main output terminal (201), an auxiliary output terminal (202) and a ground terminal (203). And a resistor (301) and a Zener diode (302) that constitute a constant voltage source (A)
, voltage dividing resistors (303) and (304) that divide the constant voltage source (A) to form a basic L$ voltage circuit, and voltage dividing resistors (305) and (306) that detect the generator output voltage. , a comparator (3) that compares and outputs the reference voltage and the generator output voltage.
07), a control transistor (309) whose base is connected to the output terminal of this comparator (307) and connected to the constant voltage source (A) via a resistor (308), A power transistor (311) to which a base current is applied and is intermittently controlled by the control transistor (309), and a suppression diode (312) connected in parallel to the field coil (+02) to absorb intermittent surges. A voltage regulator (3) is provided.
また、上記発電機出力電圧を検出する分圧抵抗（３０５
）、（３０６）に接続され発電機出力の検出によって起
動するタイマー（４０１）と、基Ｑ電圧回路を構成する
分圧抵抗（４，０２） 、 （４，０３）と、ダイオ
ード（４０４）と、時定数回路を構成する抵抗（４０５
）およびコンデンサ（４０６）と、一定周期の三角波を
発生する三角波発生器（１０７）と、この三角波発生器
（４０７）の三角波信号である第１図の（Ｂ）点電圧と
０時定数回路信号である（Ｃ）点電圧とを比較出力する
コンパレータ（４０８）とからなる界磁電流制御器（４
）が設けられている。この界磁電流制御器（４）の出力
端はパワートランジスタ（３１１）のベースに接続され
る。In addition, a voltage dividing resistor (305
), (306) and is started by detecting the generator output; a timer (401) that is connected to , a resistor (405
) and a capacitor (406), a triangular wave generator (107) that generates a triangular wave with a constant period, and the triangular wave signal of the triangular wave generator (407), the voltage at point (B) in Figure 1 and the 0 time constant circuit signal. A field current controller (408) that compares and outputs the voltage at point (C) with
) is provided. The output terminal of this field current controller (4) is connected to the base of the power transistor (311).
整流器（２）のメイン出力端子（２０１）および補助出
力端子（２０２）は蓄電池（５）に接続されている。そ
して、界磁コイル（１０２）は−端がキースイッチ（６
）を介して上記蓄電池（５）に接続されて、その間に初
期励磁抵抗（７）が接続され、他端は上記電圧調整器（
３）に接続されている。また、車両用電機負荷（８）が
負荷スイッチ（９）を介して蓄電池（５）に接続されて
いる。The main output terminal (201) and the auxiliary output terminal (202) of the rectifier (2) are connected to the storage battery (5). The negative end of the field coil (102) is the key switch (6).
) is connected to the storage battery (5), between which the initial excitation resistor (7) is connected, and the other end is connected to the voltage regulator (
3) is connected to. Further, a vehicle electrical load (8) is connected to a storage battery (5) via a load switch (9).
ここで、上記電圧調整器（３）のコンパレータ（３０７
）は蓄電池（５）の充電と負荷（８）への給電のため、
発電電圧が所定値になるよう基準電圧と発電機出力電圧
とを比較出力する。また、界＠電流制御器（４）のタイ
マー（４０１）は、発？１ｆｌの発電開始検出後、第２
図に示す所定時間（’ｒ＋）の間のみ“Ｈｉｇｈ”を出
力し、それ以外は“Ｌ ｏ ｗ”を出力する。Here, the comparator (307) of the voltage regulator (3)
) is for charging the storage battery (5) and supplying power to the load (8),
The reference voltage and the generator output voltage are compared and output so that the generated voltage becomes a predetermined value. Also, does the timer (401) of the field @ current controller (4) emit? After detecting the start of 1fl power generation, the second
It outputs "High" only during the predetermined time ('r+) shown in the figure, and outputs "Low" at other times.
界磁電流制御器（４）の分圧抵抗（４０２）。Voltage dividing resistor (402) of field current controller (4).
（４０３）により決まる（Ｃ）点電圧と三角波信号であ
る（Ｂ）点電圧との比較出力により制御される発電電圧
は、蓄電池電圧より低くなるよう設定されている。また
、（Ｃ）点電圧は、コンデンサ（４０６）と抵抗（４０
５）からなる時定数回路により、第２図（ａ）に破線で
示すように所定時間（Ｔりで所定レベル以下に低下する
よう設定されている。The generated voltage, which is controlled by the comparison output between the voltage at point (C) determined by (403) and the voltage at point (B), which is a triangular wave signal, is set to be lower than the storage battery voltage. Also, the voltage at point (C) is between the capacitor (406) and the resistor (40
5) is set so that the voltage decreases to a predetermined level or less after a predetermined time (T) as shown by the broken line in FIG. 2(a).
次に、上記のように構成されたこの実施例の動作を説明
する。Next, the operation of this embodiment configured as described above will be explained.
キースイッチ（６）がＯＮとなった時点では、発電機（
１）はまだ発電を開始していないので、電圧調整器（３
）のコンパレータ（３０７）は“Ｌｏｗ“で、界磁電流
制御器（４）のタイマー（４ｏｚは’Ｌｏｗ″である。When the key switch (6) is turned on, the generator (
1) has not yet started generating power, so the voltage regulator (3)
The comparator (307) of ) is "Low", and the timer (4oz) of the field current controller (4) is "Low".
したがって、このとき界磁電流制御器（４）のコンパレ
ータ（４０８）は“Ｈｉｇｈ“で、パワートランジスタ
（３１１）は“ＯＮ”となり、初期励磁抵抗（７）を通
し界磁コイル（＋０２）に初期励磁電流が流れる。そし
て、エンジンにより駆動されて発電機（１）が発電を開
始すると、タイマー（４０１）が“Ｈｉｇｈ“となり、
時間の計測を開始する。このタイマー（４０１）が作動
している所定時間（Ｔ１）の間、（Ｃ，）点電圧は分圧
抵抗（４０２）、（４０３）により設定されたレベルに
ある。Therefore, at this time, the comparator (408) of the field current controller (4) is "High", the power transistor (311) is "ON", and the field coil (+02) is initially Excitation current flows. When the generator (1) is driven by the engine and starts generating electricity, the timer (401) becomes "High".
Start measuring time. During a predetermined time period (T1) during which this timer (401) is operating, the voltage at point (C,) remains at the level set by the voltage dividing resistors (402) and (403).
この設定レベルと（Ｂ）点の三角波信号との関係は第２
図（ａ）に示すとおりであって、これらが界磁電流制御
器（４）のコンパレータ（４０８）で比較され、その比
較出力により第２図（ｂ）に示すようなパワートランジ
スタ（３１１）の導通波形が得られる。このときパワー
トランジスタ（３ＩＩ）の導通率は最小設定値であって
、それによる発電電圧は蓄電池電圧以下とされ、したが
って、この所定時間（Ｔ、）の間、第２図（ｃ）に示す
ように発電機（１）の出力は０である。The relationship between this set level and the triangular wave signal at point (B) is the second
As shown in Figure 2(a), these are compared by the comparator (408) of the field current controller (4), and the comparison output is used to control the power transistor (311) as shown in Figure 2(b). A conduction waveform is obtained. At this time, the conductivity of the power transistor (3II) is at the minimum setting value, and the generated voltage is below the storage battery voltage. Therefore, during this predetermined time (T, ), as shown in FIG. The output of the generator (1) is 0 at that time.
次に、所定時間（Ｔ 、 ）が経過してタイマー（４０
１）が“Ｌｏｗ”になると、（Ｃ）点電圧はコンデンサ
（４０６）と抵抗（４０５）との時定数回路により設定
される所定時間（Ｔ、）をかけて第２図（ａ）に示すよ
うに所定レベルまで低下する。この間のコンパレータ（
４０８）の比較出力によるパワートランジスタ（３１１
）の導通波形は第２図（ｂ）に示すとおりであって、パ
ワートランジスタ（３１１）の導通率が次第に増加し、
所定時間（Ｔ２）経過後に最大値（１００％）となる。Next, after the predetermined time (T, ) has elapsed, the timer (40
1) becomes “Low”, the voltage at point (C) increases over a predetermined time (T, ) set by a time constant circuit of a capacitor (406) and a resistor (405), as shown in Fig. 2 (a). so that it drops to a predetermined level. The comparator between this (
Power transistor (311) by comparison output of (408)
) is as shown in FIG. 2(b), and the conduction rate of the power transistor (311) gradually increases,
The maximum value (100%) is reached after a predetermined time (T2) has elapsed.
そして、この所定時間（Ｔ、）の間に発電機出力は第２
図（ｃ）に実線で示すように０から１００％まで漸増し
、その後は電圧調整器（３）のコンパレータ（３０７）
の比較出力による本来の制御に移行する。なお、第２図
（ｃ）の破線は従来装置（特開昭５８−６６５３８号公
報）の場合を示している。Then, during this predetermined time (T,), the generator output is
As shown by the solid line in Figure (c), it increases gradually from 0 to 100%, and then the comparator (307) of the voltage regulator (3)
Shifts to the original control based on the comparison output. Incidentally, the broken line in FIG. 2(c) indicates the case of a conventional device (Japanese Patent Application Laid-Open No. 58-66538).
［発明の効果］
以上のようにこの発明によれば、エンジン始動直後、交
流発電機の発電開始後所定時間の間は発電電圧を蓄電池
電圧よりも低くして発電機を出力させないようにできる
ので、発電機駆動による負荷トルクを完全に排除してエ
ンジンアイドル回転を早期に安定化させることができる
ほか、寒冷時におけるベルトスリップ音の発生を防止す
ることができる。また、所定時間経過後に開閉素子の導
通率を漸増させるので、エンジン負荷が急激に増加する
ことがなく、したがって、復帰の瞬間のベルトスリップ
音の発生やエンジン回転の落ち込みか防止できる。[Effects of the Invention] As described above, according to the present invention, the generated voltage can be made lower than the storage battery voltage to prevent the generator from outputting immediately after the engine starts and for a predetermined period of time after the alternator starts generating electricity. In addition to completely eliminating the load torque caused by the generator drive and quickly stabilizing engine idle rotation, it is also possible to prevent belt slip noise in cold weather. Furthermore, since the conductivity of the opening/closing element is gradually increased after a predetermined period of time has elapsed, the engine load does not increase suddenly, and therefore, it is possible to prevent belt slip noise and a drop in engine rotation at the moment of return.
第１図はこの発明による車両用交流発電機の制御装置の
一実施例を示す回路図、第２図はその制御特性図である
。
（１）は交流発電機、（１０２）は界磁コイル、（２）
は整流器、（３）は電圧調整器、（３０５）（３０６）
は分圧抵抗、（３０７）はコンパレータ、（３１１）は
パワートランジスタ、（４）は界磁電流制御器、（４０
１）はタイマー （４０２）、（４０３）は分圧抵抗、
（４０５）は抵抗、（４０６）はコンデンサ、（４０７
）は三角波発生器、（４０８）はコンパレータ、（５）
は蓄電池である。FIG. 1 is a circuit diagram showing an embodiment of a control device for a vehicle alternator according to the present invention, and FIG. 2 is a control characteristic diagram thereof. (1) is an alternator, (102) is a field coil, (2)
is a rectifier, (3) is a voltage regulator, (305) (306)
is a voltage dividing resistor, (307) is a comparator, (311) is a power transistor, (4) is a field current controller, (40
1) is a timer (402), (403) is a voltage dividing resistor,
(405) is a resistor, (406) is a capacitor, (407
) is a triangular wave generator, (408) is a comparator, (5)
is a storage battery.
Claims (1)
の交流出力を整流する整流器と、該整流器の出力端に接
続された蓄電池と、上記界磁コイルに直列に挿入された
開閉素子を有し、上記整流器又は上記蓄電池の端子電圧
を検出して上記開閉素子により界磁電流を断続制御し上
記交流発電機の出力電圧を所定値に調整する電圧調整器
と、上記交流発電機が発電を開始した後所定時間、上記
開閉素子の導通率を最小設定値とし、所定時間経過後に
上記導通率の設定を上記最小設定値から最大値まで漸増
制御する界磁電流制御器を備えたことを特徴とする車両
用交流発電機の制御装置。(1) An alternating current generator having a field coil, a rectifier that rectifies the alternating current output of the alternator, a storage battery connected to the output end of the rectifier, and a switching element inserted in series with the field coil. a voltage regulator that detects the terminal voltage of the rectifier or the storage battery, controls the field current intermittently by the switching element, and adjusts the output voltage of the alternator to a predetermined value; A field current controller is provided that sets the conductivity of the switching element to a minimum set value for a predetermined time after the start of power generation, and gradually increases the conductivity setting from the minimum set value to the maximum value after the elapse of the predetermined time. A control device for a vehicle alternator, characterized by:
Priority Applications (8)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1313853A JP3004296B2 (en) | 1989-11-30 | 1989-11-30 | Control device for vehicle alternator |
| US07/618,431 US5144220A (en) | 1989-11-30 | 1990-11-27 | Vehicle ac generator control system |
| DE69034141T DE69034141T2 (en) | 1989-11-30 | 1990-11-28 | Control system for an alternator of a motor vehicle |
| EP90122741A EP0430203B1 (en) | 1989-11-30 | 1990-11-28 | Vehicle AC generator control system |
| DE69031374T DE69031374T2 (en) | 1989-11-30 | 1990-11-28 | Control system for vehicle alternator |
| EP97108381A EP0963027B1 (en) | 1989-11-30 | 1990-11-28 | Vehicle AC generator control system |
| HK98101597A HK1003041A1 (en) | 1989-11-30 | 1998-02-28 | Vehicle ac generator control system |
| HK00101867A HK1023001A1 (en) | 1989-11-30 | 2000-03-27 | Vehicle ac generator control system. |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1313853A JP3004296B2 (en) | 1989-11-30 | 1989-11-30 | Control device for vehicle alternator |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03173324A true JPH03173324A (en) | 1991-07-26 |
| JP3004296B2 JP3004296B2 (en) | 2000-01-31 |
Family
ID=18046293
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1313853A Expired - Fee Related JP3004296B2 (en) | 1989-11-30 | 1989-11-30 | Control device for vehicle alternator |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3004296B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5880577A (en) * | 1995-06-23 | 1999-03-09 | Nippondenso Co., Ltd. | Vehicle generator control system |
| WO1999053596A1 (en) * | 1998-04-09 | 1999-10-21 | Mitsubishi Denki Kabushiki Kaisha | Controller for ac generators of vehicles |
| WO2003079515A1 (en) * | 2002-03-19 | 2003-09-25 | Yamaha Hatsudoki Kabushiki Kaisha | Charge voltage regulator for battery in vehicle |
| US7368893B2 (en) | 2005-09-09 | 2008-05-06 | Denso Corporation | Voltage control apparatus for electric generator of vehicle |
| CN110789473A (en) * | 2018-08-02 | 2020-02-14 | 北京佩特来电器有限公司 | Motor vehicle and motor vehicle control method |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5537881A (en) * | 1978-09-08 | 1980-03-17 | Nippon Denso Co | Automotive generator voltage controller |
| JPS6295935A (en) * | 1985-10-19 | 1987-05-02 | トヨタ自動車株式会社 | Vehicle generator controller |
| JPS6437348U (en) * | 1987-08-31 | 1989-03-07 |
-
1989
- 1989-11-30 JP JP1313853A patent/JP3004296B2/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5537881A (en) * | 1978-09-08 | 1980-03-17 | Nippon Denso Co | Automotive generator voltage controller |
| JPS6295935A (en) * | 1985-10-19 | 1987-05-02 | トヨタ自動車株式会社 | Vehicle generator controller |
| JPS6437348U (en) * | 1987-08-31 | 1989-03-07 |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5880577A (en) * | 1995-06-23 | 1999-03-09 | Nippondenso Co., Ltd. | Vehicle generator control system |
| WO1999053596A1 (en) * | 1998-04-09 | 1999-10-21 | Mitsubishi Denki Kabushiki Kaisha | Controller for ac generators of vehicles |
| US6215284B1 (en) | 1998-04-09 | 2001-04-10 | Mitsubishi Denki Kabushiki Kaisha | Control device of A.C. generator for vehicle |
| WO2003079515A1 (en) * | 2002-03-19 | 2003-09-25 | Yamaha Hatsudoki Kabushiki Kaisha | Charge voltage regulator for battery in vehicle |
| US7368893B2 (en) | 2005-09-09 | 2008-05-06 | Denso Corporation | Voltage control apparatus for electric generator of vehicle |
| CN110789473A (en) * | 2018-08-02 | 2020-02-14 | 北京佩特来电器有限公司 | Motor vehicle and motor vehicle control method |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3004296B2 (en) | 2000-01-31 |
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