CA1233508A - Microcomputer controlled electronic alternator for vehicles - Google Patents
Microcomputer controlled electronic alternator for vehiclesInfo
- Publication number
- CA1233508A CA1233508A CA000485354A CA485354A CA1233508A CA 1233508 A CA1233508 A CA 1233508A CA 000485354 A CA000485354 A CA 000485354A CA 485354 A CA485354 A CA 485354A CA 1233508 A CA1233508 A CA 1233508A
- Authority
- CA
- Canada
- Prior art keywords
- battery
- signal
- voltage
- microprocessor
- alternator
- 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.)
- Expired
Links
Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/16—Regulation of the charging current or voltage by variation of field
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Control Of Charge By Means Of Generators (AREA)
- Control Of Eletrric Generators (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A microprocessor-based electronic voltage regulation system for controlling the charging of the battery in a vehicle. The conventional voltage regulator is eliminated and the intelligence of the microprocessor already prevent on the vehicle for controlling engine operation is used to regulate the output of the alternator. A battery temperature signal from a temperature transducer and a battery voltage signal from a sense line connected directly to the positive terminal of the battery are supplied to the microprocessor through an analog-to-digital converter. The microprocessor is programmed to ascertain from the battery temperature signal the desired set point voltage based upon an inverse first order relationship between battery temperature and desired battery voltage with preset maximum and minimum voltage set point levels. Energization of the field windings is controlled in accordance with a comparison between the desired set point voltage and the battery voltage signal on the battery sense line and is implemented in response to a control signal from the microprocessor by a solid-state power switching circuit which interfaces with the alternator field windings. In addition, the microprocessor is provided with additional feedback information relating to various driving conditions, such as vehicle deceleration, throttle position, engine RPM, and elapsed time since ignition, and is further programmed to modify the desired voltage set point or modify engine RPM in accordance with such driving conditions. Overcurrent protection for the logic circuitry and improved diagnostic capabilities are also provided.
A microprocessor-based electronic voltage regulation system for controlling the charging of the battery in a vehicle. The conventional voltage regulator is eliminated and the intelligence of the microprocessor already prevent on the vehicle for controlling engine operation is used to regulate the output of the alternator. A battery temperature signal from a temperature transducer and a battery voltage signal from a sense line connected directly to the positive terminal of the battery are supplied to the microprocessor through an analog-to-digital converter. The microprocessor is programmed to ascertain from the battery temperature signal the desired set point voltage based upon an inverse first order relationship between battery temperature and desired battery voltage with preset maximum and minimum voltage set point levels. Energization of the field windings is controlled in accordance with a comparison between the desired set point voltage and the battery voltage signal on the battery sense line and is implemented in response to a control signal from the microprocessor by a solid-state power switching circuit which interfaces with the alternator field windings. In addition, the microprocessor is provided with additional feedback information relating to various driving conditions, such as vehicle deceleration, throttle position, engine RPM, and elapsed time since ignition, and is further programmed to modify the desired voltage set point or modify engine RPM in accordance with such driving conditions. Overcurrent protection for the logic circuitry and improved diagnostic capabilities are also provided.
Description
~33S~3 ~
The present invention relates to a microcomputer-ba6ed electronic control ~yst~m for controlling the charging system in a motorized vehicle.
The ba~ic function of the charging ~y6tem in an ~utomobile is, of cour~e, to maintain a substantially con~tant battery voltage. A
conventional automotive aharging sy6tem includes two main ccmponents, the alternator and khe voltage regulator. qhe alternator interfaces directly with the battery and i8 the source of energy that charges the battery. lhe output of ~he alternator is directly proportional to the current flow through it~ field windLngs at a given alternator RPM. Ihe function of the voltage regulator is to c~ntrol the output of ~he alternator in accordance with the voltage level of the battery by controllm g current flow through ~he field win~ings of the alternator. In particular, when the battery voltage drops below a ~pecified voltage level, the Yoltage regulator is adapk~d ~o sense this condition and apply current ~o the field windings of the alternator tD Yhereby provide a charging current fr~m ~he alternator to ~he battery. ~hen the battery voltage reaches the desired voltage level, the voltage regulator interrupts current flow to the field wind~ngs of the alternator to stop the charging process. In practice, this procedure may repeat itfielf ~any times per Recond and i~ referred to as modulating the alternator field current.
The desired voltage level to which a battery i6 charged is dependent on the temperature of the battery. At sub-zero t~peratures it i~ more difficult for the battery to hold a charge, and therefore the battery is charged to a higher voltage. Conver~ely at high temperatures the battery need only ke charged to a lcwer v~lt~ge in order to hold a proper charge. To account for thi6 temperature dependancy, voltage regulators typically include a temperature sensing device that is `~ 1 3s~
physically assoc~ated with ~he voltage regulator to provide a temperature feedback ~ignal that approximates the temperature of the battery.
Conventional voltage regulators oomprise either a separate unit that is m~unted to the firewall, ~hock tower, or other convenient location in the engine bay, or a unit that is con~tructed integral with the alternator. ~oth approaches possesfi di~advantages with re~pect to temperature and system 102d compensation. The Eeparate voltage regulator approach, while providiny reasonably accurate battery t ~ erature tracking, involves the m~nufacture, assembly, and maintenance of an additional component and therefore i8 not widely used. The more oommon integral voltage regulator, however, a~sumes the tamperature of the alternator and ~herefore dbes not accurately reflect battery temperature. ~ore~ver, to provide a separate temperature sensor located near the battery would extract a sub~tantial cost penalty.
To provide the voltage regulator ~ith a signal indicative of battery voltage, it i~ desirable ideally to connect a battery feed eense line from the voltage regulator directly to ffhe po~ e kattery terminal.
~owever, as cQnventional voltage regulator~ contain fairly low impedence device&, this would present an excessive battery drain ~hen ffhe ignition is off. Consequently, voltage regulators typically have their ~ense wires connected through ~he ignition switch or related relay. Since there e~ists a limited number of battery feeds to the ignition switch, the battery senæ
wire must therefore share the ~ense point with other loads (e.g., blcwer motor, lights, etc.)O As these common loads increase their current requirement~, it ~imilarly increases the possibility of substantial voltage drops across each connection, thereby lowerlng the voltage at the sense point. It can thus be ~een that load oompensation for conventional voltage regulators can depe~d ~ignificantly on the particular placement of the battery voltage &ense wire to the voltage regulator.
~335~
It is the prlmary cbjective o~ the pre&ent invention ~o provide ~olutions to the6e problems by providing an improved charging ~ystem that eliminates the oonventiorlal v~ltage regulator and utilizes in its place the intelligence of a microcomputer already present on the vehicle for controlling engine operation. More par~icularly, it i8 an object of the present inv~ntion to utilize the sophisticated oontrol capability of the microcomputer to regulate the output of the alternator.
In general, the pre~ent invention provides a oomputer-controlled charging ~ystem which includes a logic module containing ~he microco~uter and a ~eparate power mcdule oantaining the high current circuitry that interfaces wi~h the alternator field wLndings, the battery ~ense point, and the battery temperature sensor. ffl e logic module, ~hich includes the electronics used to control engine operatio~, directly Eenfies ~ngine RPM, vehicle speed, and throttle an~le or position. In addition, via the ~ower module, the logic wDdule is also fiupplied with infonmation relatLng to battery vol$age and battery temEerature. By proce8sing ~he~e LnputS in a manner described in detail hereinafter the logic module is able to preci~ely regulate the output of the alternator and hence the charging of the batteryO More~ver, by utilizing the intelligence of the microcomputer and the additional information regarding the operation of the vehicle avail~ble to ~he microcomputer, the pre~ent invention is capable of providing m~re efficient control of the alternator.
SFecifically, the mlicrocomputer in the preferred embodiment is adapted ~o Een6e ~hen the vehicle iB decelerating ~nd charge the battery to a higher voltage level duriny such periods of deceleration~ This Eerves to more efficiently utilize ~me of the energy represented by the mam~ntum of ~he vehicle ~hich is normally wasted in the oonverted form cf heat as the vehicle is braked. Also, by charging the ~attery during deceleration, an additional load is plac~ cn ~he engine which also ~erves to assist in 335~8 slowing the ve~icle.
In addition, the nicrocomputer i6 preerrab1y adapted ~o charge the battery to a higher vol~age level dur~ng the initial few minutes of ~peration after ~tart-up of the engine to infiure proper charge retention b~
the battery on ~hort trips. Similarly, the pre~ent invention cantemplates more preci~e oontrol of engine RPM at idle to handle ~he charging load of the engine. Thi~ feature is, of courRe, particularly u~eful with the smaller four-cylinder eng~nes widely in use today.
Furthermore, the present charging system provides improved voltage control at high and low temperature extremes by programmi~g into the microoomputer upper and lower battery voltage limits to prevent damage to the vehicle lighting systems or other battery voltage sensitive component~
at ~uch temFerature extremes. By virtue of the input ~ignal provided to the nucroco~puter relating to throttle position, the charging system in the preferred embodi~ent can also reduce or turn off ~ltogether the charging function at wide-open ~hrottle ~ettings to help minimize engine loading when maximu~ engine output i~ being demanded. In addition, the intelligence of the microcomputer u~ed in the pre~ent charging ~ystem allows for improved diagno~tic capability to promptly identify the existence of, and more accurately diagnose the cause for, a failure in the charging ~yst~m.
~rief Dkscri~ion-c~-th ~rawin~E
Additional objects and advantages o the present invention will beoome apparent fr~m a reading of the following detailed description of the preferred ~mbodiment which makes re~erence to the drawings o ~hich:
Figure 1 i6 a circuit diagrEm of the power n~dule and logic module as it pertams to ~he pre~ent invention;
Figures 2 and 3 are flcw~hart diagram~ of ~he ~oftware programming 5~8 for the mucropro~essor in the logic module ~hown in Figure l; and Figure 4 i6 ~n exemplary battery temperature versus battery voltage ~et F~int curve u~ed in the preferred embodiment of the present invention.
L~5~ D-~ iQ~ ~f-the ~referred ~mko~iment Referring to Figure 1, a circuit diagram of the p~rtion~ of the Fower m~dule 12 and the logic mKdule 14 pertaining to the charging system 10 according to ~he pre~ent invention are ~hown. In practice, the logic module 14 will include additional circuitry relating to the electrom c ccntrol of ~he engine. In that m e~e additional control functions of the logic module do not relate to the present invention, they have been eliminated from the circuit diagr~m for purposes of clarity. In additio~, the power module 12 in practice will include additional high current circuitry relating to ~uch functions as the power supplyl driver circuitry for oDntrolling the energization of injec or~ Ln a fuel-Lnjected enqLne, etc. ~gain, this ~dditional circuitry has been deleted for clarity from the circuit diagram Ln Figure 1 as it does not relate to the s~bject matter of the pre~ent invention.
At the heart of the logic module is an integrated circuit nucroprocessor unit (Mæu) 16 which provides the intelligence for the logic m~dule 14. The MPU 16 is adapted to receive input 6ignals from various sensors relating to engine RPM, vehicle ~peed, throttle angle, batSery voltager and battery temperature. In particular, the ~EU 16 in the preferred embcdiment senses engine RPM directly from a Hall-effect sensor device 18 integral to the distributor of the vehicle. In ~ddition, vehicle ~peed infonmation is provided to the Moeu 16 via parallel inter~ace 25 ~rom a distance sensor 20 connected in series with the speedometer of ~he ~ehicle. Note, that parallel interface 25 merely serves as a means of ~335~
expanding the number of input/output addre~s ports available t~ ~he MW 160 Accordingly, 6ignals provid0d to parallel interface 25 can ~e c~n~idered connected directly to an I/O port of W 16.
Throttle ~ngle, battery voltage, ~nd battery temperature are sensed ir~irectly by the MEU 16 through an analog-to-digltal oonverter 24 which converts the analog signals received at its varlous input ports INO-IN7 to digital 6ignals that are provided to the MEU 16 Qn data bus 23.
Specifically, analog-to-digital converter (ADC) 24 receives a fir~t analog signal at one input port from a thermistor 26 which provides a signal indicative of battery temperature. A seoond analog signal corresponding to the voltage at the positive terminal of the battery is provided to another input of ADC 24 from a battery voltage ~ense line 28. In addition, a third analog ~ignal indicative of ~he position of the throttle i6 provided to another input port of ADC 24 by a throttle potentiometer 22 which is connected to ~he throttle blade of a throttle-body aæsembly of a oonventional fuel injection fiystem.
As w~ll be 3ppreciated ky tho~e skilled in the artt alternatiYe means nay he advantageously employed to provide the appropriate feedback information to the XE~ 16 to achi~ve the stated purposes o the present invention. For example, to detect vehicle deceleration, a brake signal that is prcduced whenever the brakes are applied may be used in place of the speed ~ensing device 20. Alternatively, manifold pressure may be monitored to obtain oomparable information. Similarly, the throttle angle sensor 22 may be replaced by a sensor resp~nsive to high manifold pressure to detect when the internal oombustion engine is being heavily loaded. Or, ~he throttle angle ~ensor 22 may be additionally utilized to indicate when the internal ~ombust~on engine is in an idle oondition.
The ~hermi~tor 26 in the pre~ent invention i~ mounted directly to ~he printed circuit board in ~he power m~dule 12 and the power n~dule i~
;
preferrably mcunted in the englne oompartment of $he Yehicle ~jacent to the battery 80 ffhat the temperature sens~d by ~he thermistor 26 cloEely approximates the temperature of the battery. More particularly, by in~uring that the t~mperature device, thermistor 26, iB lccated away frcm the alternator or other engine oonponents ~hat can generate ~ubstantial heat, and al~o outside the direct air stream from the radlator fan, the temperature signal received by the MEU 16 in the present dharging syst~n more precisely tracks the actual temperature of ~he battery.
In addition, it will be recognized that by virtue of the fact that the battery voltage sense line 28 is connected to an integrated circuit analog-to-disital convertor 24 which presents a very high input imE~dence, it i~ therefore possible to connect the battery voltage ~ense line 28 directly to th2 positive terminal of the battery without causing an excessive current drain on the battery when the ignition is off.
A~cordLngly, it can be ~een that the battery voltage signal supplied tD the MEU 16 in the present charging ~ystem will preci~ely correspon~ ~o the a~tual voltage of the bat~ery at its positive tenminal and n~t be affected by the ~nergization of other loads eupplied by the battery from ~ource point~ oonnRcted through the ignition ~witch.
In general, the HPU 16 of the logic module 1~ i~ adapted to nitor the t2mperature of the battery via the battery temperature zense signal supplied by thermlstor 26, and determine ~herefrom the appropria~e battery v~ltage set point corresponding to the de~ired voltage level to whi~h the battery should be charged. In other words, and with particuk~r reference to Figure 4, the MPU 16 has ~tored therein a ~chart~, which essentially oomprises a lockup table which 6pecifies a p2rticular de~ired battery voltage for a given battery temperature. m us, for example, looking at the graph 6hown in Figure 4, for a battery temperature of approximately 40C, the desired battery voltcage Eet poLnt would correspond ~2~33~
to 14 voltfi~ Importantly, it will be noted ~hat the voltage ver~u~
t~mperature curve progra~med into the Mæu 16 ln the pre~ent ~ystem pro~ides upper and lcwer battery voltage llmits to prevent damage to the vehicle lighting system or other components on the vehicle which ~re ~ensitive to battery voltage. As is well known to those skilled in the art, exi6ting voltage r~gulators typically contain linear compenfi~tion device6 which do not provide voltage limit protection at extreme battery temperature6.
Accordingly, it is po~sible with prior art voltage regulators to attain ba~tery vDltages ~hich are either too high or t~o low depending upon the slope of the ~urve selected. Accordingly, to guard ayainst ~uch potential problems, the ~lope of the te~erature ~ersu~ voltage curve Eelected for use in a conventional voltage regulator typically represents a oo~promuse between performance and ~uch t2~perature extreme concerns. ~he chargLng system according to the present invention overcomes this drawback by utilizing the flexibility of the ME~ 16 to oonfigure the vDltage versus temperature curve ~o that the ~lope is ~elected for opk~mum perormance while protection against ~emperature extreme~ i6 provided via the voltage limits programm2d into the curve.
As indicated pre~iously, the MPU 16 is initially programmed to aelect the appropriate battery voltage set point in accordan oe with the ~ensed battery temperature. In zddition, as will be described more full~
in connection wi~h the flowchart diagram in Figure 2, the MPU 16 is additionally programmed to alter the battery voltage 6et point in accordance with the various additional sensed parameters relating to the engine RPM, vehicle Epeed, and throttle angle. Once the battery voltage set point is determined, the MPU i8 then programmed to compare the "desired~ battery voltage with the battery voltage sense signal frcm line 28 to aficertain ~hether the voltage at the po~itive term mal o the battery is within a pre~cribed tolerance range of the battery voltage ~et point. If ~2~33~
the ~ensed battery v~ltaye ~ignal is belcw the prescribed tolerance range of the battery voltage ~et point, the KEU 16 i~ progr~mned to energize the field ~indings of the ~lternator tD thereby 6upp1y c~arging current from the alternator t~ the ~attery until BUCh time as the senEed battery voltage attam6 the de~ired battery voltage set point level.
Returnlng to the circuit diagram in Figure 1, ~hi~ control procedure i8 aco~npli~hed in the following manner. When the analog battery voltage sense signal ~n line 28 i8 below the prescribed battery vol~age set point, the W 16 produce~ a HI output 8ignal on line 30 which is provided t~ the base of a tran6istor Q65, ~hereby turnLng an the tran~i6tor. With tran~i~tor 965 conduc~ing, tran~istor Q38 i8 ~imilarly turned on ~nd pcwer transl~tor Q~5, which has i~s collector and emitter ter ~ s oannected between the alternator field windings and ground 1~ thus rendered conductive. The energization of power transi~tor Q45 results $n ~he appli~ation of current ~o the alternator field winding6 ~hich in burn gives ri~e to a charging current being ~upplied from the alternator to the battery in a csnventional n~umer. m e ~P~ 16 continue~ to ~nitor the battery voltage ignal provided on ~en~e line 28 until the battery voltage has been brought up to the desired voltage ~et point level. When this occurs, the MoeU 16 produces a LO 8ignal ~n output line 30 ~hidh removes the bias ~upplied to the ba~e of transistor Q65 and turns off the transistor.
With transistor C65 rendered nQn-oonductive, transistor o38 ls also ~urned off which in turn cau~es power transiRtor Q45 to be rendered non-conductive, thereby terminating the flow of current to the alternator field windings~ To ~ummarize, therefore, when a HI output pulse i~
produced cn line 30 by MPU 16, transistors 965, Q38, and Q~5 are rendered conductive, current is ~upplied to the alternator field win~ings, and the battery is charged by the alternator. When a LO output 8ignal 18 produced on line 30 by ~PU 16V transistors Q65, Q38, and Q45 are rendered ~L~33~
non-conductive, thus blocking current flow to the alternator ~ield windings and no charging of the battery occurs. In practice, ~his cyclmg on and off of p~wer transistor Q45 ma~ occur many times per ~eonnd and ~erves to ncdulate the alternator field current to maintain an approprlate charge on the battery.
In order to protect output transistor S45 from ~n ~ver-current condition, the power module 12 according to the pre~ent inventlon includes circuitry which i5 adapted to ~ense an over-current condition and immedi~tely turn off transistor Q45. In particular, a current ~ensing resistor R47 i8 aonnected in fieries wi~h the alternator field w~ndings between the emitter of Q45 and ground. Accordingly, the vol~age drop across resistor R47 is directly proportional to the smcunt of current flowing through the alternator field windings. When ~he voltage drop across current sensing resistor R47 exceeds a predetermined threfihold value, programmable unijunction transistor (PUT) Q~2 is turned on, ther~by horting to ground the bias voltage provided to the base of the transi6tor Q45 and t~rning ~he transistor Q45 off~
To understand how this take~ place, it ifi necesssry to recognize that for a gi~en current flow through transistor Q45 a~d resistor R47, the voltage drop between test points A and B, B and C, C ~nd E, and E and F
will be ccnstant. It necessarily follows, ~herefore, that the voltage dLQe between test points A and ~ is oonstant a~d esEentially i~dependent ~f the amount of alternator field current flowing through transistor Q45.
A~cordingly, as the alternator field current increases, the voltage drop across resistor R47 will increase, and consequently ~he voltage at test points B, C, E, ar~ F will increase by the sane value. 'rhu8, lt will be ~ppreciated that when t]he voltage at the anode of P[3T Q42 ( test point C) exceeds a predeterrnined ~hre~hold, determined by ~he battery voltage and ~'he resistar~ce values of resistors R40, R41, and R43 in ~dhe voltage divider ~335~38 network connected to the gate of PVT Q42, PUT Q42 will be rendered conductive to thereby turn off power transi~tor Q45. In ~he preferred embodiment, ~he voltage at te~t point C ~u6t exceed the voltage at test point D by nominally 0.7 volt for PUT Q42 ~o be rendered oonductive. The appropriate circuit values are preferrably ~elected SD th~t thi~ occur~
when the current through power transistor Q45 exceedfi ~pproximately 5 to 6.6 amps at a nominal battery voltage of 14 volts. Nbte that due to the fact that resi~tor R40 is tied to the battery input, thi~ ~hreshold value will vary in accordance with battery ~oltage.
In addition, it will be noted ~hat when power tran~i~tor 945 i~
turned off by the conduction of PUT 942 in re~ponse to an over-current condition in the alternator field winding~, the ~ignal at test point F will be low enough to re~ er tran~istor Q91 nan-conduct~ve despite the e~istence of a ~ output ~ignal on line 30 from MPU 16. The pre~ent charging ~ystem is adapted ~o recDynize thi6 oondition A~ indicative of a fault in the sy~tem~ In parti~ular, the enitter of tran~i~t4r Q65 i8 fiupplied to the ba~e of transistor Q91 which has it~ collector and emitter terminals connected between ~5 volt~ and ground. ffl e collector of transi~tor Q91 i~
also oo.nnected via line 34 to an input port of MPU 16 through parallel interface 25. Accordingly, when tran6istor Q91 i~ on, a LO ~ignal i6 provided to ~he lnput port of W 16 and when transistor Q91 i6 of, a ~I
6ignal i6 provided to the input port of MEU 16.
The diagnostic function of transi6tor Q91 i~ performed in the following m~nner. When transistor Q65 is turned off, transistor Q91 will ~f cour~e be ~milarly rendered non-c~nductive. However~ ~hen transistor ~65 i6 turned on, tran~i~tor Q91 will only be rendered conductive i~ there exi6ts a Eufficient potential at test poLnt F. ~6 previously explained, the voltage at test point ~ i6 dependent upon the amount of ~ield current flaw.ing through current Eænsing resistor R47. In the preferred embodiment, ~'~335~3 a voltage ~ignal at test point F of ~ufficient potential to tur~ on diagnostic tran6istor Q9l is assured when a field current of two ~mp~res is flowing through ~ensing refiistor R47. During normal operation of the charging system 10, two amperes field current represents ~ worst case condition. m u~, if transistor Q91 is turned on when transistor Q65 is conducting, output transistor Q45 is presumed to be conducting and the charging 6yst~m functioning properly. However, if transistor Q91 is turned off when transi6tor Q65 i6 on, the presumption i~ that a fault exists 6omewhere m ~he power m~dule circult 12. In this regard, it fihould be re~ognized that, sin~e the feedback ~ignal at test pcint F is effected by a ~hort to ground anywhere in the power m~dule circuit 12 downstream fr test point F, the diagno~tic transi~tor Q91 ~erves to m~nitor the proper functioning of the entire output circuit of ~he power m~dule 12.
qhe MPU 16 is programmed to ~etect ~he occurrence of this fault o~ndition by examining the output signal cn line 30 ~upplied b~ the base of transistor Q65 and ~he input signal on line 34 from the collector of transistor Q91 (following a specified delay as described below)O
Specifically, ~henever the output signal from the ~oeu 16 on line 30 and the signal from diagnostic tran~istor Q91 on line 34 are both HI at the same time, the HP~ is programmed to presume therefrom the existence of a fault oondition in the charging ~ystem and signal the cQerator o~ the vehicle accordingly.
Turning ncw to Figures 2 and 3, flowchart diagrams relating to ~he ~oftware programmed into the MPU 16 in accordance with the present invention are ~hown. R~ferring initially to Figure 2, to implement the voltage regulation function the MEU 16 as previously noted i~ initially programmed to ascertain the appropriate voltage set point ba~ed upon the t~mperature of the battery as fienfied by the ~ignal received from thenmi~tor
The present invention relates to a microcomputer-ba6ed electronic control ~yst~m for controlling the charging system in a motorized vehicle.
The ba~ic function of the charging ~y6tem in an ~utomobile is, of cour~e, to maintain a substantially con~tant battery voltage. A
conventional automotive aharging sy6tem includes two main ccmponents, the alternator and khe voltage regulator. qhe alternator interfaces directly with the battery and i8 the source of energy that charges the battery. lhe output of ~he alternator is directly proportional to the current flow through it~ field windLngs at a given alternator RPM. Ihe function of the voltage regulator is to c~ntrol the output of ~he alternator in accordance with the voltage level of the battery by controllm g current flow through ~he field win~ings of the alternator. In particular, when the battery voltage drops below a ~pecified voltage level, the Yoltage regulator is adapk~d ~o sense this condition and apply current ~o the field windings of the alternator tD Yhereby provide a charging current fr~m ~he alternator to ~he battery. ~hen the battery voltage reaches the desired voltage level, the voltage regulator interrupts current flow to the field wind~ngs of the alternator to stop the charging process. In practice, this procedure may repeat itfielf ~any times per Recond and i~ referred to as modulating the alternator field current.
The desired voltage level to which a battery i6 charged is dependent on the temperature of the battery. At sub-zero t~peratures it i~ more difficult for the battery to hold a charge, and therefore the battery is charged to a higher voltage. Conver~ely at high temperatures the battery need only ke charged to a lcwer v~lt~ge in order to hold a proper charge. To account for thi6 temperature dependancy, voltage regulators typically include a temperature sensing device that is `~ 1 3s~
physically assoc~ated with ~he voltage regulator to provide a temperature feedback ~ignal that approximates the temperature of the battery.
Conventional voltage regulators oomprise either a separate unit that is m~unted to the firewall, ~hock tower, or other convenient location in the engine bay, or a unit that is con~tructed integral with the alternator. ~oth approaches possesfi di~advantages with re~pect to temperature and system 102d compensation. The Eeparate voltage regulator approach, while providiny reasonably accurate battery t ~ erature tracking, involves the m~nufacture, assembly, and maintenance of an additional component and therefore i8 not widely used. The more oommon integral voltage regulator, however, a~sumes the tamperature of the alternator and ~herefore dbes not accurately reflect battery temperature. ~ore~ver, to provide a separate temperature sensor located near the battery would extract a sub~tantial cost penalty.
To provide the voltage regulator ~ith a signal indicative of battery voltage, it i~ desirable ideally to connect a battery feed eense line from the voltage regulator directly to ffhe po~ e kattery terminal.
~owever, as cQnventional voltage regulator~ contain fairly low impedence device&, this would present an excessive battery drain ~hen ffhe ignition is off. Consequently, voltage regulators typically have their ~ense wires connected through ~he ignition switch or related relay. Since there e~ists a limited number of battery feeds to the ignition switch, the battery senæ
wire must therefore share the ~ense point with other loads (e.g., blcwer motor, lights, etc.)O As these common loads increase their current requirement~, it ~imilarly increases the possibility of substantial voltage drops across each connection, thereby lowerlng the voltage at the sense point. It can thus be ~een that load oompensation for conventional voltage regulators can depe~d ~ignificantly on the particular placement of the battery voltage &ense wire to the voltage regulator.
~335~
It is the prlmary cbjective o~ the pre&ent invention ~o provide ~olutions to the6e problems by providing an improved charging ~ystem that eliminates the oonventiorlal v~ltage regulator and utilizes in its place the intelligence of a microcomputer already present on the vehicle for controlling engine operation. More par~icularly, it i8 an object of the present inv~ntion to utilize the sophisticated oontrol capability of the microcomputer to regulate the output of the alternator.
In general, the pre~ent invention provides a oomputer-controlled charging ~ystem which includes a logic module containing ~he microco~uter and a ~eparate power mcdule oantaining the high current circuitry that interfaces wi~h the alternator field wLndings, the battery ~ense point, and the battery temperature sensor. ffl e logic module, ~hich includes the electronics used to control engine operatio~, directly Eenfies ~ngine RPM, vehicle speed, and throttle an~le or position. In addition, via the ~ower module, the logic wDdule is also fiupplied with infonmation relatLng to battery vol$age and battery temEerature. By proce8sing ~he~e LnputS in a manner described in detail hereinafter the logic module is able to preci~ely regulate the output of the alternator and hence the charging of the batteryO More~ver, by utilizing the intelligence of the microcomputer and the additional information regarding the operation of the vehicle avail~ble to ~he microcomputer, the pre~ent invention is capable of providing m~re efficient control of the alternator.
SFecifically, the mlicrocomputer in the preferred embodiment is adapted ~o Een6e ~hen the vehicle iB decelerating ~nd charge the battery to a higher voltage level duriny such periods of deceleration~ This Eerves to more efficiently utilize ~me of the energy represented by the mam~ntum of ~he vehicle ~hich is normally wasted in the oonverted form cf heat as the vehicle is braked. Also, by charging the ~attery during deceleration, an additional load is plac~ cn ~he engine which also ~erves to assist in 335~8 slowing the ve~icle.
In addition, the nicrocomputer i6 preerrab1y adapted ~o charge the battery to a higher vol~age level dur~ng the initial few minutes of ~peration after ~tart-up of the engine to infiure proper charge retention b~
the battery on ~hort trips. Similarly, the pre~ent invention cantemplates more preci~e oontrol of engine RPM at idle to handle ~he charging load of the engine. Thi~ feature is, of courRe, particularly u~eful with the smaller four-cylinder eng~nes widely in use today.
Furthermore, the present charging system provides improved voltage control at high and low temperature extremes by programmi~g into the microoomputer upper and lower battery voltage limits to prevent damage to the vehicle lighting systems or other battery voltage sensitive component~
at ~uch temFerature extremes. By virtue of the input ~ignal provided to the nucroco~puter relating to throttle position, the charging system in the preferred embodi~ent can also reduce or turn off ~ltogether the charging function at wide-open ~hrottle ~ettings to help minimize engine loading when maximu~ engine output i~ being demanded. In addition, the intelligence of the microcomputer u~ed in the pre~ent charging ~ystem allows for improved diagno~tic capability to promptly identify the existence of, and more accurately diagnose the cause for, a failure in the charging ~yst~m.
~rief Dkscri~ion-c~-th ~rawin~E
Additional objects and advantages o the present invention will beoome apparent fr~m a reading of the following detailed description of the preferred ~mbodiment which makes re~erence to the drawings o ~hich:
Figure 1 i6 a circuit diagrEm of the power n~dule and logic module as it pertams to ~he pre~ent invention;
Figures 2 and 3 are flcw~hart diagram~ of ~he ~oftware programming 5~8 for the mucropro~essor in the logic module ~hown in Figure l; and Figure 4 i6 ~n exemplary battery temperature versus battery voltage ~et F~int curve u~ed in the preferred embodiment of the present invention.
L~5~ D-~ iQ~ ~f-the ~referred ~mko~iment Referring to Figure 1, a circuit diagram of the p~rtion~ of the Fower m~dule 12 and the logic mKdule 14 pertaining to the charging system 10 according to ~he pre~ent invention are ~hown. In practice, the logic module 14 will include additional circuitry relating to the electrom c ccntrol of ~he engine. In that m e~e additional control functions of the logic module do not relate to the present invention, they have been eliminated from the circuit diagr~m for purposes of clarity. In additio~, the power module 12 in practice will include additional high current circuitry relating to ~uch functions as the power supplyl driver circuitry for oDntrolling the energization of injec or~ Ln a fuel-Lnjected enqLne, etc. ~gain, this ~dditional circuitry has been deleted for clarity from the circuit diagram Ln Figure 1 as it does not relate to the s~bject matter of the pre~ent invention.
At the heart of the logic module is an integrated circuit nucroprocessor unit (Mæu) 16 which provides the intelligence for the logic m~dule 14. The MPU 16 is adapted to receive input 6ignals from various sensors relating to engine RPM, vehicle ~peed, throttle angle, batSery voltager and battery temperature. In particular, the ~EU 16 in the preferred embcdiment senses engine RPM directly from a Hall-effect sensor device 18 integral to the distributor of the vehicle. In ~ddition, vehicle ~peed infonmation is provided to the Moeu 16 via parallel inter~ace 25 ~rom a distance sensor 20 connected in series with the speedometer of ~he ~ehicle. Note, that parallel interface 25 merely serves as a means of ~335~
expanding the number of input/output addre~s ports available t~ ~he MW 160 Accordingly, 6ignals provid0d to parallel interface 25 can ~e c~n~idered connected directly to an I/O port of W 16.
Throttle ~ngle, battery voltage, ~nd battery temperature are sensed ir~irectly by the MEU 16 through an analog-to-digltal oonverter 24 which converts the analog signals received at its varlous input ports INO-IN7 to digital 6ignals that are provided to the MEU 16 Qn data bus 23.
Specifically, analog-to-digital converter (ADC) 24 receives a fir~t analog signal at one input port from a thermistor 26 which provides a signal indicative of battery temperature. A seoond analog signal corresponding to the voltage at the positive terminal of the battery is provided to another input of ADC 24 from a battery voltage ~ense line 28. In addition, a third analog ~ignal indicative of ~he position of the throttle i6 provided to another input port of ADC 24 by a throttle potentiometer 22 which is connected to ~he throttle blade of a throttle-body aæsembly of a oonventional fuel injection fiystem.
As w~ll be 3ppreciated ky tho~e skilled in the artt alternatiYe means nay he advantageously employed to provide the appropriate feedback information to the XE~ 16 to achi~ve the stated purposes o the present invention. For example, to detect vehicle deceleration, a brake signal that is prcduced whenever the brakes are applied may be used in place of the speed ~ensing device 20. Alternatively, manifold pressure may be monitored to obtain oomparable information. Similarly, the throttle angle sensor 22 may be replaced by a sensor resp~nsive to high manifold pressure to detect when the internal oombustion engine is being heavily loaded. Or, ~he throttle angle ~ensor 22 may be additionally utilized to indicate when the internal ~ombust~on engine is in an idle oondition.
The ~hermi~tor 26 in the pre~ent invention i~ mounted directly to ~he printed circuit board in ~he power m~dule 12 and the power n~dule i~
;
preferrably mcunted in the englne oompartment of $he Yehicle ~jacent to the battery 80 ffhat the temperature sens~d by ~he thermistor 26 cloEely approximates the temperature of the battery. More particularly, by in~uring that the t~mperature device, thermistor 26, iB lccated away frcm the alternator or other engine oonponents ~hat can generate ~ubstantial heat, and al~o outside the direct air stream from the radlator fan, the temperature signal received by the MEU 16 in the present dharging syst~n more precisely tracks the actual temperature of ~he battery.
In addition, it will be recognized that by virtue of the fact that the battery voltage sense line 28 is connected to an integrated circuit analog-to-disital convertor 24 which presents a very high input imE~dence, it i~ therefore possible to connect the battery voltage ~ense line 28 directly to th2 positive terminal of the battery without causing an excessive current drain on the battery when the ignition is off.
A~cordLngly, it can be ~een that the battery voltage signal supplied tD the MEU 16 in the present charging ~ystem will preci~ely correspon~ ~o the a~tual voltage of the bat~ery at its positive tenminal and n~t be affected by the ~nergization of other loads eupplied by the battery from ~ource point~ oonnRcted through the ignition ~witch.
In general, the HPU 16 of the logic module 1~ i~ adapted to nitor the t2mperature of the battery via the battery temperature zense signal supplied by thermlstor 26, and determine ~herefrom the appropria~e battery v~ltage set point corresponding to the de~ired voltage level to whi~h the battery should be charged. In other words, and with particuk~r reference to Figure 4, the MPU 16 has ~tored therein a ~chart~, which essentially oomprises a lockup table which 6pecifies a p2rticular de~ired battery voltage for a given battery temperature. m us, for example, looking at the graph 6hown in Figure 4, for a battery temperature of approximately 40C, the desired battery voltcage Eet poLnt would correspond ~2~33~
to 14 voltfi~ Importantly, it will be noted ~hat the voltage ver~u~
t~mperature curve progra~med into the Mæu 16 ln the pre~ent ~ystem pro~ides upper and lcwer battery voltage llmits to prevent damage to the vehicle lighting system or other components on the vehicle which ~re ~ensitive to battery voltage. As is well known to those skilled in the art, exi6ting voltage r~gulators typically contain linear compenfi~tion device6 which do not provide voltage limit protection at extreme battery temperature6.
Accordingly, it is po~sible with prior art voltage regulators to attain ba~tery vDltages ~hich are either too high or t~o low depending upon the slope of the ~urve selected. Accordingly, to guard ayainst ~uch potential problems, the ~lope of the te~erature ~ersu~ voltage curve Eelected for use in a conventional voltage regulator typically represents a oo~promuse between performance and ~uch t2~perature extreme concerns. ~he chargLng system according to the present invention overcomes this drawback by utilizing the flexibility of the ME~ 16 to oonfigure the vDltage versus temperature curve ~o that the ~lope is ~elected for opk~mum perormance while protection against ~emperature extreme~ i6 provided via the voltage limits programm2d into the curve.
As indicated pre~iously, the MPU 16 is initially programmed to aelect the appropriate battery voltage set point in accordan oe with the ~ensed battery temperature. In zddition, as will be described more full~
in connection wi~h the flowchart diagram in Figure 2, the MPU 16 is additionally programmed to alter the battery voltage 6et point in accordance with the various additional sensed parameters relating to the engine RPM, vehicle Epeed, and throttle angle. Once the battery voltage set point is determined, the MPU i8 then programmed to compare the "desired~ battery voltage with the battery voltage sense signal frcm line 28 to aficertain ~hether the voltage at the po~itive term mal o the battery is within a pre~cribed tolerance range of the battery voltage ~et point. If ~2~33~
the ~ensed battery v~ltaye ~ignal is belcw the prescribed tolerance range of the battery voltage ~et point, the KEU 16 i~ progr~mned to energize the field ~indings of the ~lternator tD thereby 6upp1y c~arging current from the alternator t~ the ~attery until BUCh time as the senEed battery voltage attam6 the de~ired battery voltage set point level.
Returnlng to the circuit diagram in Figure 1, ~hi~ control procedure i8 aco~npli~hed in the following manner. When the analog battery voltage sense signal ~n line 28 i8 below the prescribed battery vol~age set point, the W 16 produce~ a HI output 8ignal on line 30 which is provided t~ the base of a tran6istor Q65, ~hereby turnLng an the tran~i6tor. With tran~i~tor 965 conduc~ing, tran~istor Q38 i8 ~imilarly turned on ~nd pcwer transl~tor Q~5, which has i~s collector and emitter ter ~ s oannected between the alternator field windings and ground 1~ thus rendered conductive. The energization of power transi~tor Q45 results $n ~he appli~ation of current ~o the alternator field winding6 ~hich in burn gives ri~e to a charging current being ~upplied from the alternator to the battery in a csnventional n~umer. m e ~P~ 16 continue~ to ~nitor the battery voltage ignal provided on ~en~e line 28 until the battery voltage has been brought up to the desired voltage ~et point level. When this occurs, the MoeU 16 produces a LO 8ignal ~n output line 30 ~hidh removes the bias ~upplied to the ba~e of transistor Q65 and turns off the transistor.
With transistor C65 rendered nQn-oonductive, transistor o38 ls also ~urned off which in turn cau~es power transiRtor Q45 to be rendered non-conductive, thereby terminating the flow of current to the alternator field windings~ To ~ummarize, therefore, when a HI output pulse i~
produced cn line 30 by MPU 16, transistors 965, Q38, and Q~5 are rendered conductive, current is ~upplied to the alternator field win~ings, and the battery is charged by the alternator. When a LO output 8ignal 18 produced on line 30 by ~PU 16V transistors Q65, Q38, and Q45 are rendered ~L~33~
non-conductive, thus blocking current flow to the alternator ~ield windings and no charging of the battery occurs. In practice, ~his cyclmg on and off of p~wer transistor Q45 ma~ occur many times per ~eonnd and ~erves to ncdulate the alternator field current to maintain an approprlate charge on the battery.
In order to protect output transistor S45 from ~n ~ver-current condition, the power module 12 according to the pre~ent inventlon includes circuitry which i5 adapted to ~ense an over-current condition and immedi~tely turn off transistor Q45. In particular, a current ~ensing resistor R47 i8 aonnected in fieries wi~h the alternator field w~ndings between the emitter of Q45 and ground. Accordingly, the vol~age drop across resistor R47 is directly proportional to the smcunt of current flowing through the alternator field windings. When ~he voltage drop across current sensing resistor R47 exceeds a predetermined threfihold value, programmable unijunction transistor (PUT) Q~2 is turned on, ther~by horting to ground the bias voltage provided to the base of the transi6tor Q45 and t~rning ~he transistor Q45 off~
To understand how this take~ place, it ifi necesssry to recognize that for a gi~en current flow through transistor Q45 a~d resistor R47, the voltage drop between test points A and B, B and C, C ~nd E, and E and F
will be ccnstant. It necessarily follows, ~herefore, that the voltage dLQe between test points A and ~ is oonstant a~d esEentially i~dependent ~f the amount of alternator field current flowing through transistor Q45.
A~cordingly, as the alternator field current increases, the voltage drop across resistor R47 will increase, and consequently ~he voltage at test points B, C, E, ar~ F will increase by the sane value. 'rhu8, lt will be ~ppreciated that when t]he voltage at the anode of P[3T Q42 ( test point C) exceeds a predeterrnined ~hre~hold, determined by ~he battery voltage and ~'he resistar~ce values of resistors R40, R41, and R43 in ~dhe voltage divider ~335~38 network connected to the gate of PVT Q42, PUT Q42 will be rendered conductive to thereby turn off power transi~tor Q45. In ~he preferred embodiment, ~he voltage at te~t point C ~u6t exceed the voltage at test point D by nominally 0.7 volt for PUT Q42 ~o be rendered oonductive. The appropriate circuit values are preferrably ~elected SD th~t thi~ occur~
when the current through power transistor Q45 exceedfi ~pproximately 5 to 6.6 amps at a nominal battery voltage of 14 volts. Nbte that due to the fact that resi~tor R40 is tied to the battery input, thi~ ~hreshold value will vary in accordance with battery ~oltage.
In addition, it will be noted ~hat when power tran~i~tor 945 i~
turned off by the conduction of PUT 942 in re~ponse to an over-current condition in the alternator field winding~, the ~ignal at test point F will be low enough to re~ er tran~istor Q91 nan-conduct~ve despite the e~istence of a ~ output ~ignal on line 30 from MPU 16. The pre~ent charging ~ystem is adapted ~o recDynize thi6 oondition A~ indicative of a fault in the sy~tem~ In parti~ular, the enitter of tran~i~t4r Q65 i8 fiupplied to the ba~e of transistor Q91 which has it~ collector and emitter terminals connected between ~5 volt~ and ground. ffl e collector of transi~tor Q91 i~
also oo.nnected via line 34 to an input port of MPU 16 through parallel interface 25. Accordingly, when tran6istor Q91 i~ on, a LO ~ignal i6 provided to ~he lnput port of W 16 and when transistor Q91 i6 of, a ~I
6ignal i6 provided to the input port of MEU 16.
The diagnostic function of transi6tor Q91 i~ performed in the following m~nner. When transistor Q65 is turned off, transistor Q91 will ~f cour~e be ~milarly rendered non-c~nductive. However~ ~hen transistor ~65 i6 turned on, tran~i~tor Q91 will only be rendered conductive i~ there exi6ts a Eufficient potential at test poLnt F. ~6 previously explained, the voltage at test point ~ i6 dependent upon the amount of ~ield current flaw.ing through current Eænsing resistor R47. In the preferred embodiment, ~'~335~3 a voltage ~ignal at test point F of ~ufficient potential to tur~ on diagnostic tran6istor Q9l is assured when a field current of two ~mp~res is flowing through ~ensing refiistor R47. During normal operation of the charging system 10, two amperes field current represents ~ worst case condition. m u~, if transistor Q91 is turned on when transistor Q65 is conducting, output transistor Q45 is presumed to be conducting and the charging 6yst~m functioning properly. However, if transistor Q91 is turned off when transi6tor Q65 i6 on, the presumption i~ that a fault exists 6omewhere m ~he power m~dule circult 12. In this regard, it fihould be re~ognized that, sin~e the feedback ~ignal at test pcint F is effected by a ~hort to ground anywhere in the power m~dule circuit 12 downstream fr test point F, the diagno~tic transi~tor Q91 ~erves to m~nitor the proper functioning of the entire output circuit of ~he power m~dule 12.
qhe MPU 16 is programmed to ~etect ~he occurrence of this fault o~ndition by examining the output signal cn line 30 ~upplied b~ the base of transistor Q65 and ~he input signal on line 34 from the collector of transistor Q91 (following a specified delay as described below)O
Specifically, ~henever the output signal from the ~oeu 16 on line 30 and the signal from diagnostic tran~istor Q91 on line 34 are both HI at the same time, the HP~ is programmed to presume therefrom the existence of a fault oondition in the charging ~ystem and signal the cQerator o~ the vehicle accordingly.
Turning ncw to Figures 2 and 3, flowchart diagrams relating to ~he ~oftware programmed into the MPU 16 in accordance with the present invention are ~hown. R~ferring initially to Figure 2, to implement the voltage regulation function the MEU 16 as previously noted i~ initially programmed to ascertain the appropriate voltage set point ba~ed upon the t~mperature of the battery as fienfied by the ~ignal received from thenmi~tor
2~. Specifically, the ME~ 16 i~ programmed to refer to ~he ~look-up t~ble~
of values ~tored in it~ m~mory ~hich corre~pond tD the battery vol~age ~ 3 ~
ver~u~ battery temperature curve illustrated 1n Figure 4. Upon a~certaining the appropriate voltage ~et point ba~ed upon ~he ~en6ed battery ~emperature, the MPU is then programmed to determine whether the voltage ~et point should be altered in acoordance with additional senfied conditions relating to Yarious cQerating characteri~tics of ~he vehlcle.
In particular, the MPU 16 i6 programmed to initially interrogate the vehlcle speed ~en~or 20 to determlne if the vehicle is in a deceleration condition. If the vehicle i~ decelerating, the MPU i~ progr~mmed to increase the voltage set point a predetermined amount 80 that the alternator will charge the battery to a higher ~han normal voltage level to take advan~age oP ~he stored energy represented by the mom~ntum o~ the Yehicle ~hich i~ normally ~asted .~ heat during braking.
Ne~t, the MPU 16 i~ programmxd to interrogate the tnrottle angle ~en80r 22 to ascertain ~bether the throttle is in ~he wide-~pen po6ition.
If fiuch a condition is present, the presumption i that ~he qperator of the vehicle is demanding maxi~um output from the engine and ~herefore it i8 desirable to eliminate or reduce ~o ~he extent pcssible the auxilia~y load~
placed on the engine. Accordingly, when the MPU 16 ~enses a wide-open throttle onndition, the MPU 16 i6 programmed to reduce the voltage set point E~ that the additional loading placed on the engine by the alternator i8 minimized.
Continuing with ~he ~oltage Set P~int subroutine, the MPU 16 is next programmed to ascertain whether the engine has been running for only a Ehort period of time since initial start-up. Under such circumstance~, it is desirable to charge the battery voltage to a higher than normal level ~o that the charge on the battery is replenished as rapidly as possible follcwing engine cranking, which constitutes the most BignifiCant drain on the battery. Otherwise, brief vehicle cperation, especially successive periodfi of brief vehicle operation, may result in excessive depletion of ~'~335~
battery charge. Iherefore, during the ~nitial minute6 of opæration of ~he vehicle, the MPU ls programmed to increase the voltag~ set point to increase the charging rate of ~he battery~
Once the appropriate ~oltage Eet point has been ~etermined, the ~PU 16 is programmed to then proceed to the Voltage Regulator subroutine.
If the vehicle i6 in the start-up mode wi~h the engine cranklng, ~o oontrol of the alternator i~ pos6ible. ~herefore, the field i6 turned off and the MEU 16 returns to the main c~ntrol program (not ~hcwn). If the engine is not in the ~tart m~de, the MW i~ programmed to interrogate the battery voltage 6ense line 28 ~Fig. 1) to determine if the battery voltage is less than 4 volt60 BEcau6e the voltsge regulation ~ystem cannot function when the battery voltage i~ below 4 volts, the presumetion in ~uch a situation i~ that there exists a fault in the battery volt ge sen~e line 28. When ~uch a oDndition occu¢s, nonmal control operation ls not po~sible and ~he MoeV 16 is accordingly programmed to turn off the alternator field w~ndings and go to a NLIMP IN" m~de (not ~ho~n3 wherein an qperator warning light ig turn~d on and the battery i~ charged on a nominal duty ~ycle to penmit marginal operation of the vehicle so ~hat ~he operator can seek an appropriate repair facility.
AsEuming operation of the vehicle ha~ proceeded b~yond initial start-up and the battery voltage 0ense line 2B is unctioning properly, the W 16 i~ programmed to con~are the battery ~oltage ~ignal from ~ense line 28 to the voltage set point value previously ascertained from ~he Voltage Set Point SltDrOUtine. If the sensed b,attery voltage l~vel i~ greater than the set point value, ~e b,attery doe~ not need to be charged and the field is turned off and the MPU 16 proceeds ko the main oontrol program. If, however, ~he battery voltage is equal to the set pDint, ~he alternator field winding~ are ~toygledn - i.eO, turned on if previously off and turned off if previously on-3l2 ~3 5 ~3~
If the ~en~ed battery v~ltage iB les~ than ~he de~red ~et p~in~,the ba~tery need~ to be charged and ~he MEV 16 i8 acoordingly programmed ~
energize the alternator field winding~. Hcwever, before reaching thi5 point in the subroutine, the MPV 16 in the preferred embcdiment runs a diagnostic check to insure that the ~ystem i6 ~unctionlng properly.
Specifically, if the ~ensed battery voltage is below the set point and the field ifi alre~l turned on from the previous pass through the sNbroutine, diagnostic tram;istor Q91 ~hould be oonducting current. Accordingly, MP~
16 is programmed at ~his point to interrogate diagnostic trancistor Q91.
If diagnostic transistor Q91 is properly co~ductiny current, the MPU 16 will cont~ue ~o energize the field windings ~nd then return tD ~he main program. Qn the other hand, if diagnostic tran~i~tDr Q91 i~ not conducting current under ~udh circumstances, the pos~ibility of a fault cDndition exists.
However, b~cause it i~ desirable to be as oertain as possible of the exi~tence of a fAult c~ndition, before signalling the operator of ghe ~hicle, the ~PU 16 in tbe preferred embod~ment 1~ further prcgr~mmed to ~ake ~n addltional check before presuming the existence of a ault condition. Specifically, the ~oeu 16 additionally checks to ~ee if the ~ensed battery voltage i~ within one volt of the desired ~et pointO If the ~attery Yoltage i~ within this defined tolerance of the ~et point, the MPU
will ~imply oontinue to energize the field and monitor the operation of the charging Eystem in the manner described above. Cn the other hand, if the dlfferenoe between the desired ~et point and the sen6ed battery voltage is re ~ban one volt, tlben the XEU 16 presumes a fault oondition and ~jumps~
to ~he faul~ subroutine ~not shown).
Additionally, it will be noted from the flowchart diagram in Figure 3 that the MPU 16 in the pre~ent invention i6 al80 programned to interrogate the engine RPM ~ensor 18 during the Voltage Regulation `` 1233~
subroutine ~ determlne if ~he engine i~ idling. As i~ well known ~G ~h08e 8killed in the art, it iB po~ible when in ~n ldle condltion to have presented a ~ituation ~hereln, due to the simultaneou6 cperation of ~arious aOCeBBOry loads, the alternator i8 unable to raise ~he bat~ery voltage to the deBired et point level despite the field winding6 of the ~lternator being fully energized. Ihi6 i~ due to the fact ~hat the c~rrent ou~put of the alternator ~8 ~peed depe~dent and therefore limited ~hen the engine i6 ldling. T~ ccw~nsate for such an occurrence, ~he MPU 16 is prcgr~m~ed to monitor the period during which the field windings are energi~ed wh~n the engine i~ idling and ~o increase the idle ~peed of the engine if it becomes apparent that the current cutput of the alternator is wt ~uff1cient to adequately cbarge the battery~
Specifically, ~henever the field windLng~ are turned on, ~he KEU
16 interrogates ~he engine RPM &ensor 18 to a~cer~ain ~hether ~he englne i~
an an idle oondition. If ~he engine i~ idling, a flag i~ ~et ~hich is ~hen u~ed t~ manitor the period over ~hich the field iB ~nergized during the idle oondition. If thi~ period exceed~ a ~pecified limit, the presumption is ~hat the current output of the alternator is not sufficient to ade~uately charge ffhe battery and the idle ~peed of the engine is increased accordingly ~y energizing an idle ~peed motor 36 (Figure 1).
Fi~ally, a~ indicated in the flowchart diagram in Figure 3, the preferred embodiment of the present invention includes a fre~ running timer that is reset each time a ~ignal is produced by the W 16 on line 30 to energize the alternator field windings. In particular, ~he timer is preset in ~le preferred embodiment to a preselected number and counted dawn therefrom ~o a~ to define a tlme period of approximately 250 - 500 millifieconds. The time period i~ intended to repre~ent more than ~ufficient t~me to in~ure that the field has 1n fact become energi~ed follcwLng production by the MEU 16 of a field energization signal on line ~Z335~
30. m erefore, if diagnostic transi~tor Q91 has not begun to conduct current by the time the timer ha~ counted down to ~ he MPU 16 is programmed to automatically turn o~f the field to prevent cvercharging of the battery. Additional protection mean6 may also be included in the ~vftware -such a6 a o~unter that 18 pre~et ~nd periodically l~cremented and/or decremented while the field i~ energize~ until a ~peci~ed count i~
obtained--to fur~her lnsure ~yainst overcharging of tbe battery in the event the voltage regulation control program gets ~hung up" in a ccn~rol ~P
While the above description oonstitutes the pr~ferred eLbodm ent of the ~nvention, it will be appreciated that the inventicn is ~uscept~ble t~ modification, variation d change wit~out departing fram the proper scope of fair meaning of t~e acca~ing clai~[Ei.
of values ~tored in it~ m~mory ~hich corre~pond tD the battery vol~age ~ 3 ~
ver~u~ battery temperature curve illustrated 1n Figure 4. Upon a~certaining the appropriate voltage ~et point ba~ed upon ~he ~en6ed battery ~emperature, the MPU is then programmed to determine whether the voltage ~et point should be altered in acoordance with additional senfied conditions relating to Yarious cQerating characteri~tics of ~he vehlcle.
In particular, the MPU 16 i6 programmed to initially interrogate the vehlcle speed ~en~or 20 to determlne if the vehicle is in a deceleration condition. If the vehicle i~ decelerating, the MPU i~ progr~mmed to increase the voltage set point a predetermined amount 80 that the alternator will charge the battery to a higher ~han normal voltage level to take advan~age oP ~he stored energy represented by the mom~ntum o~ the Yehicle ~hich i~ normally ~asted .~ heat during braking.
Ne~t, the MPU 16 i~ programmxd to interrogate the tnrottle angle ~en80r 22 to ascertain ~bether the throttle is in ~he wide-~pen po6ition.
If fiuch a condition is present, the presumption i that ~he qperator of the vehicle is demanding maxi~um output from the engine and ~herefore it i8 desirable to eliminate or reduce ~o ~he extent pcssible the auxilia~y load~
placed on the engine. Accordingly, when the MPU 16 ~enses a wide-open throttle onndition, the MPU 16 i6 programmed to reduce the voltage set point E~ that the additional loading placed on the engine by the alternator i8 minimized.
Continuing with ~he ~oltage Set P~int subroutine, the MPU 16 is next programmed to ascertain whether the engine has been running for only a Ehort period of time since initial start-up. Under such circumstance~, it is desirable to charge the battery voltage to a higher than normal level ~o that the charge on the battery is replenished as rapidly as possible follcwing engine cranking, which constitutes the most BignifiCant drain on the battery. Otherwise, brief vehicle cperation, especially successive periodfi of brief vehicle operation, may result in excessive depletion of ~'~335~
battery charge. Iherefore, during the ~nitial minute6 of opæration of ~he vehicle, the MPU ls programmed to increase the voltag~ set point to increase the charging rate of ~he battery~
Once the appropriate ~oltage Eet point has been ~etermined, the ~PU 16 is programmed to then proceed to the Voltage Regulator subroutine.
If the vehicle i6 in the start-up mode wi~h the engine cranklng, ~o oontrol of the alternator i~ pos6ible. ~herefore, the field i6 turned off and the MEU 16 returns to the main c~ntrol program (not ~hcwn). If the engine is not in the ~tart m~de, the MW i~ programmed to interrogate the battery voltage 6ense line 28 ~Fig. 1) to determine if the battery voltage is less than 4 volt60 BEcau6e the voltsge regulation ~ystem cannot function when the battery voltage i~ below 4 volts, the presumetion in ~uch a situation i~ that there exists a fault in the battery volt ge sen~e line 28. When ~uch a oDndition occu¢s, nonmal control operation ls not po~sible and ~he MoeV 16 is accordingly programmed to turn off the alternator field w~ndings and go to a NLIMP IN" m~de (not ~ho~n3 wherein an qperator warning light ig turn~d on and the battery i~ charged on a nominal duty ~ycle to penmit marginal operation of the vehicle so ~hat ~he operator can seek an appropriate repair facility.
AsEuming operation of the vehicle ha~ proceeded b~yond initial start-up and the battery voltage 0ense line 2B is unctioning properly, the W 16 i~ programmed to con~are the battery ~oltage ~ignal from ~ense line 28 to the voltage set point value previously ascertained from ~he Voltage Set Point SltDrOUtine. If the sensed b,attery voltage l~vel i~ greater than the set point value, ~e b,attery doe~ not need to be charged and the field is turned off and the MPU 16 proceeds ko the main oontrol program. If, however, ~he battery voltage is equal to the set pDint, ~he alternator field winding~ are ~toygledn - i.eO, turned on if previously off and turned off if previously on-3l2 ~3 5 ~3~
If the ~en~ed battery v~ltage iB les~ than ~he de~red ~et p~in~,the ba~tery need~ to be charged and ~he MEV 16 i8 acoordingly programmed ~
energize the alternator field winding~. Hcwever, before reaching thi5 point in the subroutine, the MPV 16 in the preferred embcdiment runs a diagnostic check to insure that the ~ystem i6 ~unctionlng properly.
Specifically, if the ~ensed battery voltage is below the set point and the field ifi alre~l turned on from the previous pass through the sNbroutine, diagnostic tram;istor Q91 ~hould be oonducting current. Accordingly, MP~
16 is programmed at ~his point to interrogate diagnostic trancistor Q91.
If diagnostic transistor Q91 is properly co~ductiny current, the MPU 16 will cont~ue ~o energize the field windings ~nd then return tD ~he main program. Qn the other hand, if diagnostic tran~i~tDr Q91 i~ not conducting current under ~udh circumstances, the pos~ibility of a fault cDndition exists.
However, b~cause it i~ desirable to be as oertain as possible of the exi~tence of a fAult c~ndition, before signalling the operator of ghe ~hicle, the ~PU 16 in tbe preferred embod~ment 1~ further prcgr~mmed to ~ake ~n addltional check before presuming the existence of a ault condition. Specifically, the ~oeu 16 additionally checks to ~ee if the ~ensed battery voltage i~ within one volt of the desired ~et pointO If the ~attery Yoltage i~ within this defined tolerance of the ~et point, the MPU
will ~imply oontinue to energize the field and monitor the operation of the charging Eystem in the manner described above. Cn the other hand, if the dlfferenoe between the desired ~et point and the sen6ed battery voltage is re ~ban one volt, tlben the XEU 16 presumes a fault oondition and ~jumps~
to ~he faul~ subroutine ~not shown).
Additionally, it will be noted from the flowchart diagram in Figure 3 that the MPU 16 in the pre~ent invention i6 al80 programned to interrogate the engine RPM ~ensor 18 during the Voltage Regulation `` 1233~
subroutine ~ determlne if ~he engine i~ idling. As i~ well known ~G ~h08e 8killed in the art, it iB po~ible when in ~n ldle condltion to have presented a ~ituation ~hereln, due to the simultaneou6 cperation of ~arious aOCeBBOry loads, the alternator i8 unable to raise ~he bat~ery voltage to the deBired et point level despite the field winding6 of the ~lternator being fully energized. Ihi6 i~ due to the fact ~hat the c~rrent ou~put of the alternator ~8 ~peed depe~dent and therefore limited ~hen the engine i6 ldling. T~ ccw~nsate for such an occurrence, ~he MPU 16 is prcgr~m~ed to monitor the period during which the field windings are energi~ed wh~n the engine i~ idling and ~o increase the idle ~peed of the engine if it becomes apparent that the current cutput of the alternator is wt ~uff1cient to adequately cbarge the battery~
Specifically, ~henever the field windLng~ are turned on, ~he KEU
16 interrogates ~he engine RPM &ensor 18 to a~cer~ain ~hether ~he englne i~
an an idle oondition. If ~he engine i~ idling, a flag i~ ~et ~hich is ~hen u~ed t~ manitor the period over ~hich the field iB ~nergized during the idle oondition. If thi~ period exceed~ a ~pecified limit, the presumption is ~hat the current output of the alternator is not sufficient to ade~uately charge ffhe battery and the idle ~peed of the engine is increased accordingly ~y energizing an idle ~peed motor 36 (Figure 1).
Fi~ally, a~ indicated in the flowchart diagram in Figure 3, the preferred embodiment of the present invention includes a fre~ running timer that is reset each time a ~ignal is produced by the W 16 on line 30 to energize the alternator field windings. In particular, ~he timer is preset in ~le preferred embodiment to a preselected number and counted dawn therefrom ~o a~ to define a tlme period of approximately 250 - 500 millifieconds. The time period i~ intended to repre~ent more than ~ufficient t~me to in~ure that the field has 1n fact become energi~ed follcwLng production by the MEU 16 of a field energization signal on line ~Z335~
30. m erefore, if diagnostic transi~tor Q91 has not begun to conduct current by the time the timer ha~ counted down to ~ he MPU 16 is programmed to automatically turn o~f the field to prevent cvercharging of the battery. Additional protection mean6 may also be included in the ~vftware -such a6 a o~unter that 18 pre~et ~nd periodically l~cremented and/or decremented while the field i~ energize~ until a ~peci~ed count i~
obtained--to fur~her lnsure ~yainst overcharging of tbe battery in the event the voltage regulation control program gets ~hung up" in a ccn~rol ~P
While the above description oonstitutes the pr~ferred eLbodm ent of the ~nvention, it will be appreciated that the inventicn is ~uscept~ble t~ modification, variation d change wit~out departing fram the proper scope of fair meaning of t~e acca~ing clai~[Ei.
Claims (22)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. In a charging system for a vehicle powered by an internal combustion engine including an alternator driven by the internal combustion engine for supplying a charging current to the battery of the vehicle when-ever the field windings of the alternator are excited by a supply of current therethrough; an improved voltage regulation system for controlling the excitation of said field windings in accordance with the voltage level of said battery, including:
means for providing a battery voltage signal on a first sense line related to the voltage level at the positive terminal of the battery;
means for providing a temperature signal on a second sense line related to the temperature of the battery;
power switching means for controlling the supply of current through said alternator field windings; and logic control means located remote from said power switching means and including an integrated cir-cuit microprocessor connected to said first and second sense lines and to said power switching means via a control line and programmed to deter-mine in accordance with the temperature signal on said second sense line the desired battery voltage level, compare the desired battery voltage level with the actual battery voltage level as determined from said first sense line, and control the actuation of said power switching means by producing a control signal on said control line in accordance with said comparison;
said microprocessor being further programmed to control the operation of said internal combustion engine.
said logic control means further including diagnostic circuit means connected between said control line and said microprocessor for detecting when said power switching means is not conducting current through the field windings of the alternator despite the production of said control signal by said said microprocessor.
means for providing a battery voltage signal on a first sense line related to the voltage level at the positive terminal of the battery;
means for providing a temperature signal on a second sense line related to the temperature of the battery;
power switching means for controlling the supply of current through said alternator field windings; and logic control means located remote from said power switching means and including an integrated cir-cuit microprocessor connected to said first and second sense lines and to said power switching means via a control line and programmed to deter-mine in accordance with the temperature signal on said second sense line the desired battery voltage level, compare the desired battery voltage level with the actual battery voltage level as determined from said first sense line, and control the actuation of said power switching means by producing a control signal on said control line in accordance with said comparison;
said microprocessor being further programmed to control the operation of said internal combustion engine.
said logic control means further including diagnostic circuit means connected between said control line and said microprocessor for detecting when said power switching means is not conducting current through the field windings of the alternator despite the production of said control signal by said said microprocessor.
2. The voltage regulation system of claim 1 wherein said battery voltage and temperature signals on said first and second sense lines are analog signals and said logic control means further includes analog-to-digital conver-sion means connected between said first and second sense lines and said microprocessor for converting the analog signal on said first and second sense lines to corresponding digital signals which are then supplied to said microprocessor.
3. The voltage regulation system of claim 2 wherein said second sense line is connected directly to the positive terminal of the battery.
4. The voltage regulation system of claim 1 wherein said microprocessor is also used to control the operation of said internal combustion engine.
5. The voltage regulation system of claim 1 wherein said power switching means further includes current sensing means connected in circuit with the alternator field windings for providing a signal related to the amount of current flowing through the alternator field windings and overload protection means responsive to the signal from said current sensing means to deactuate said power switching means to remove current from the alternator field windings in an over-current situation.
6. The voltage regulation system of claim 2 wherein said means for providing said temperature signal com-prises a thermistor that is connected to the printed cir-cuit board containing said power switching means.
7. The voltage regulation system of claim 1 wherein said microprocessor is programmed to determine the desired battery voltage level based upon a predeter-mined inverse first order relationship between battery temperature and desired battery voltage, and further wherein said microprocessor has programmed therein a maximum desired battery voltage level which estab-lishes the maximum voltage level to which the battery will be charged regardless of how low the value of said temperature signal and a minimum desired battery volt-age level which establishes the minimum voltage level to which the battery will be charged regardless of how high the value of said temperature signal.
8. In a charging system for a vehicle powered by an internal combustion engine including an alternator driven by the internal combustion engine for supplying a charging current to the battery of the vehicle when-ever the field windings of the alternator are excited by a supply of current therethrough; an improved voltage regulation system for controlling the excitation of said field windings in accordance with the voltage level of said battery, including:
a power module mounted in the vehicle in a location where the ambient temperature approximates the temperature at the battery and comprising solid state power switching means connected to the field windings of the alternator for controlling the application of current through the alternator field windings in response to a control signal supply to said power module on a control line, and a temper-ature transducer for providing a temperature signal on a temperature sense line related to the ambient temperature at said power module;
an unswitched battery voltage sense line connected to the positive terminal of the battery for providing a battery voltage signal; and a logic module connected to said control line, said temperature sense line, and said battery voltage sense line and comprising an analog-to-digital con-verter having a high input impedance for converting the analog signals on said temperature and battery voltage sense lines to corresponding digital signals, and an integrated circuit microprocessor programmed to determine in accordance with said temperature signal the desired voltage level of the battery, compare said desired voltage level with said battery voltage signal, and produce said control signal on said control line in accordance with said comparison;
said logic module further including diagnostic circuit means connected between said microprocessor and said control line for detecting when said power switching means is not conducting current through the alternator field windings despite the production of said control signal by said microprocessor.
a power module mounted in the vehicle in a location where the ambient temperature approximates the temperature at the battery and comprising solid state power switching means connected to the field windings of the alternator for controlling the application of current through the alternator field windings in response to a control signal supply to said power module on a control line, and a temper-ature transducer for providing a temperature signal on a temperature sense line related to the ambient temperature at said power module;
an unswitched battery voltage sense line connected to the positive terminal of the battery for providing a battery voltage signal; and a logic module connected to said control line, said temperature sense line, and said battery voltage sense line and comprising an analog-to-digital con-verter having a high input impedance for converting the analog signals on said temperature and battery voltage sense lines to corresponding digital signals, and an integrated circuit microprocessor programmed to determine in accordance with said temperature signal the desired voltage level of the battery, compare said desired voltage level with said battery voltage signal, and produce said control signal on said control line in accordance with said comparison;
said logic module further including diagnostic circuit means connected between said microprocessor and said control line for detecting when said power switching means is not conducting current through the alternator field windings despite the production of said control signal by said microprocessor.
9. The voltage regulation system of claim 8 further including means for detecting vehicle deceleration and producing a deceleration signal in response thereto.
10. The voltage regulation system of claim 9 wherein said microprocessor is further programmed to increase said desired voltage level in response to said decelera-tion signal.
11. The voltage regulation system of claim 8 wherein said microprocessor is further programmed to monitor the duration of operation of the internal combustion engine and increase said desired voltage level during the initial predetermined period of operation following start-up.
12. The voltage regulation system of claim 8 further including means for detecting when the internal com-bustion engine is operating in a heavily loaded condition and producing a WOT signal in response thereto.
13. The voltage regulation system of claim 12 wherein said microprocessor is further programmed to decrease said desired voltage level in response to said WOT signal.
14. The voltage regulation system of claim 8 further including means for providing an RPM signal related to the rotational speed of the internal combustion engine and idle speed control means for controlling the idle speed of the internal combustion engine.
15. The voltage regulation system of claim 14 wherein said microprocessor is connected to said idle speed control means and is further programmed to de-termine in accordance with said RPM signal when the internal combustion engine is idling and provide a signal to said idle speed control means to increase the idle speed of the internal combustion engine when it is deter-mined from said comparison to be necessary to properly raise the voltage of the battery to said desired voltage level.
16. The voltage regulation system of claim 8 wherein said microprocessor is also used to control the operation of the internal combustion engine.
17. In a charging system for a vehicle powered by an internal combustion engine including an alternator driven by the internal combustion engine for supplying a charging current to the battery of the vehicle whenever the field windings of the alternator are excited by a supply of current therethrough; an improved voltage regulation system for controlling the excitation of said field windings in accordance with the voltage level of said battery including:
means for providing a battery voltage signal on a first sense line related to the voltage level of the battery;
power circuit means connected to the field windings of the alternator for controlling the application of current through the alternator field windings in response to a control signal supplied to said power circuit means on a control line, and including circuit means for providing a feedback signal on said control line indicative of the proper function-ing of said power circuit means; and logic control means connected to said control line and to said first sense line for producing a control signal on said control line in accordance with said battery voltage signal, and including diagnostic circuit means connected to said control line and responsive to said feedback signal for detecting a fault condition in said power circuit means.
means for providing a battery voltage signal on a first sense line related to the voltage level of the battery;
power circuit means connected to the field windings of the alternator for controlling the application of current through the alternator field windings in response to a control signal supplied to said power circuit means on a control line, and including circuit means for providing a feedback signal on said control line indicative of the proper function-ing of said power circuit means; and logic control means connected to said control line and to said first sense line for producing a control signal on said control line in accordance with said battery voltage signal, and including diagnostic circuit means connected to said control line and responsive to said feedback signal for detecting a fault condition in said power circuit means.
18. The charging system of claim 17 wherein said power circuit means is located remote from said logic control means.
19. The charging system of claim 18 wherein said feedback signal is produced on said control line when-ever current is applied to the field windings of the alter-nator by said power circuit means.
20. The charging system of claim 19 wherein said diagnostic circuit means is adapted to detect the absence of said feedback signal despite the presence of said con-trol signal.
21. The charging system of claim 20 wherein said logic control means includes a microprocessor respon-sive to said battery voltage signal for producing said control signal on an output line therefrom, and said diagnostic circuit means includes a first transistor con-nected between said output line from said microprocessor and said control line and adapted to be actuated in response to the production of said control signal from said microprocessor and deactuated despite the presence of said control signal from said microprocessor by the absence of said feedback signal on said control line and a second transistor connected to said first transistor and responsive to the de-actuation of said first transistor for producing a second signal which is provided to said microprocessor, said microprocessor being further responsive to said second signal when said control signal is being produced on said output line for detecting a fault condition in said power circuit means.
22. The charging system of claim 17 wherein said power circuit means further includes current sensing means connected in circuit with the alternator field windings for providing a signal related to the amount of current flowing through the alternator field windings and overload protection means responsive to the signal from said current sensing means to deactivate said power circuit means to remove current from the alternator field windings in an overcurrent situation.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US06/655,806 US4659977A (en) | 1984-10-01 | 1984-10-01 | Microcomputer controlled electronic alternator for vehicles |
| US06/655,806 | 1984-10-01 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1233508A true CA1233508A (en) | 1988-03-01 |
Family
ID=24630445
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000485354A Expired CA1233508A (en) | 1984-10-01 | 1985-06-26 | Microcomputer controlled electronic alternator for vehicles |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US4659977A (en) |
| EP (1) | EP0179985B1 (en) |
| JP (1) | JPH0667133B2 (en) |
| CA (1) | CA1233508A (en) |
| DE (1) | DE3579410D1 (en) |
| MX (1) | MX159712A (en) |
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- 1985-07-22 EP EP85109128A patent/EP0179985B1/en not_active Expired
- 1985-07-22 DE DE8585109128T patent/DE3579410D1/en not_active Expired - Fee Related
- 1985-08-28 MX MX206444A patent/MX159712A/en unknown
- 1985-09-11 JP JP60199647A patent/JPH0667133B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| EP0179985B1 (en) | 1990-08-29 |
| MX159712A (en) | 1989-08-08 |
| EP0179985A2 (en) | 1986-05-07 |
| JPH0667133B2 (en) | 1994-08-24 |
| JPS6188733A (en) | 1986-05-07 |
| EP0179985A3 (en) | 1987-05-20 |
| DE3579410D1 (en) | 1990-10-04 |
| US4659977A (en) | 1987-04-21 |
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