TWI852475B - Vehicle power generation control system with auxiliary power - Google Patents

Abstract

The present invention provides a vehicle power generation control system with auxiliary power, which is applied to a vehicle. The vehicle power generation control system includes an engine, a starter and generator motor (ISG) connected to the engine, a battery, a throttle sensor, a speed sensor, and a control device, wherein the control device receives a throttle opening signal detected by the throttle sensor and an engine speed signal detected by the speed sensor; after the engine is started by the starter and generator motor, when the control device determines that When the vehicle meets the auxiliary power mode, the control device executes a voltage regulation mechanism to determine a target voltage of the battery, and provides an auxiliary power to the engine according to the target voltage to improve the acceleration horsepower of the engine; conversely, when the control device determines that the vehicle does not meet the auxiliary power mode, the control device controls the starter-generator motor to perform a recharge mode, so that the starter-generator motor generates electricity to generate a recharge current, and the control device transmits the recharge current to the battery for charging, thereby optimizing the charging of the battery.

Description

Vehicle power generation control system with auxiliary power

The present invention relates to a power generation control system for a vehicle, and more particularly to a power generation control system that can provide an auxiliary power mode to increase engine horsepower.

Invention patent TW I762796 discloses a "smart power generation control system" that provides multiple power generation modes, including acceleration mode, cruise mode, idle mode, and deceleration mode. It also sets power generation target values for each mode for different power modes, and each power generation target value is a fixed value.

Taking the acceleration mode in the previous technology as an example, the power generation target value is fixed at 12V and cannot be properly adjusted. The improvement of engine horsepower is limited and it is impossible to provide a better power generation effect according to the battery condition and vehicle driving status.

Furthermore, the power generation target values set in different modes in the previous technology are all greater than the full-load voltage of the battery, so the battery presents negative current, and the difference is only that the negative current size varies in different modes. However, the battery cannot actively provide auxiliary power to increase the acceleration horsepower of the engine when the vehicle has a specific acceleration requirement.

On the other hand, the prior art is designed with a "deceleration mode" in order to accelerate the recharging of the battery. However, the judgment of the deceleration mode involves multiple conditions, including the throttle opening equal to the throttle opening at the engine idle speed, the engine speed greater than the idle engine speed, the vehicle speed greater than a threshold vehicle speed and the brake is in operation. Only when all the above conditions are met can it be determined that the vehicle has entered the deceleration mode. However, the prior art needs to specifically refer to variables such as vehicle speed and brake operation status to determine whether the vehicle has entered the deceleration mode. Therefore, how to achieve the effect of accelerating battery recharging without receiving variables such as vehicle speed and brake operation status is a problem that the industry wants to solve.

This invention aims to solve the problem that the existing battery only sets a fixed target voltage value and cannot provide power generation control in the auxiliary power mode, so a vehicle power generation control system with auxiliary power is proposed.

The invention discloses a vehicle power generation control system with auxiliary power, comprising: an engine; a starter generator (ISG) connected to the engine; a battery electrically connected to the starter generator; a throttle sensor, detecting a throttle opening of the vehicle and generating a throttle opening signal; a speed sensor, detecting a speed of the starter generator and generating an engine speed signal; a control device, connected to the throttle sensor and the speed sensor, receiving the throttle opening signal detected by the throttle sensor and receiving the speed sensor. The engine speed signal detected by the sensor; wherein, after the engine is started by the starter-generator motor, when the control device determines that the vehicle meets an auxiliary power mode, the control device executes a voltage regulation mechanism to determine a target voltage of the battery; when the control device determines that the vehicle does not meet the auxiliary power mode, the control device controls the starter-generator motor to perform a recharge mode, the starter-generator motor generates electricity to generate a recharge current, and the control device transmits the recharge current to the battery for charging.

The present invention also proposes a vehicle power generation control system with auxiliary power, comprising: an engine; a starter generator (ISG) connected to the engine; a battery electrically connected to the starter generator; a throttle sensor, detecting a throttle opening of the vehicle and generating a throttle opening signal; a speed sensor, detecting a speed of the starter generator and generating an engine speed signal; a control device, connected to the throttle sensor and the speed sensor, receiving the throttle opening signal detected by the throttle sensor and the engine speed signal detected by the speed sensor; wherein the engine is controlled by the throttle sensor. After the starter and generator motor is driven and started, when the control device determines that the vehicle meets an auxiliary power mode, the control device determines a target voltage of the battery, so that the battery outputs an output current, the output current is a positive current, and the control device controls the battery to transmit the output current to the starter and generator motor; when the control device determines that the vehicle does not meet the auxiliary power mode, the control device controls the starter and generator motor to perform a recharge mode, the starter and generator motor generates electricity to generate a recharge current, the recharge current is a negative current, and the control device transmits the recharge current to the battery for charging.

When the control device determines that the vehicle meets an auxiliary power mode, the control device executes a voltage regulation mechanism to determine a target voltage of the battery to increase the engine's acceleration horsepower and avoid battery power consumption; when the control device determines that the vehicle does not meet an auxiliary power mode, the starter-generator motor is controlled to perform a recharge mode, the starter-generator motor generates electricity to generate a recharge current, and the control device transmits the recharge current to the battery for charging to optimize the battery charging.

The control device of the present invention only needs to judge whether the vehicle meets the auxiliary power mode based on the engine running time and the health of the battery, without the need to additionally detect the vehicle speed and brake operation status.

10: Engine

20: Starter and generator motor

30: Control device

31: Electronic control unit

32:ISG controller

40:Battery

51: Throttle sensor

52a:ISG speed sensor

52b: Engine speed sensor

60: Driving mode selection switch

P: Circuit board

Figure 1A: Block diagram of the first embodiment of the vehicle power generation control system of the present invention.

Figure 1B: Block diagram of the second embodiment of the vehicle power generation control system of the present invention.

Figure 2: Block diagram of the third embodiment of the vehicle power generation control system of the present invention.

Figure 3: Block diagram of the fourth embodiment of the vehicle power generation control system of the present invention.

Figure 4: Flowchart of the execution of the vehicle power generation control system of the present invention.

Figure 5A: Schematic diagram of the battery recharging target voltage in the recharging mode of the present invention.

Figure 5B: A schematic diagram showing that the battery recharging current is a negative current in the recharging mode of the present invention.

Figure 6: A flow chart of the present invention for determining whether a vehicle is in auxiliary power mode.

Figure 7: Flow chart of the voltage regulation mechanism after the auxiliary power mode of the present invention is established.

Figure 8A: A schematic diagram of the voltage when the present invention is in auxiliary power mode and the battery is delivering power.

Figure 8B: A schematic diagram of the present invention in auxiliary power mode, with the battery current being a positive current.

Please refer to FIG. 1A and FIG. 1B , the vehicle power generation control system of the present invention is used for a vehicle, especially for a motorcycle, the vehicle has an engine 10, according to the first embodiment of the vehicle power generation control system, including an integrated starter generator (ISG) 20, a control device 30, a battery 40, a throttle sensor 51, an ISG speed sensor 52a and/or an engine speed sensor 52b. As shown in FIG. 1B , for example, on some vehicles, a driving mode selection switch 60 may also be included.

The engine 10 is used to provide power for the vehicle, and the starter-generator motor 20 is connected to the engine 10 and can be used to start the engine 10 and generate a charging current to charge the battery 40. In one embodiment, the starter-generator motor 20 is disposed on one side of the engine 10, and a continuously variable transmission mechanism (CVT) is disposed on the other opposite side of the engine 10.

The battery 40 is used as a power source for the vehicle. For example, the full-load voltage of the battery 40 is 12V. If the target voltage is set to be lower than or equal to 12V, it means that the battery 40 will be discharged. On the contrary, if the target voltage is set to be greater than 12V, it means that the battery 40 will be charged.

The throttle sensor 51 detects the current throttle opening (deg) of the vehicle and generates a throttle opening signal.

The ISG speed sensor 52a and the engine speed sensor 52b can be a Hall sensor for sensing the speed of the engine 10. The ISG speed sensor 52a detects the speed of the starter and generator motor 20 during operation and generates an engine speed signal. Since the starter and generator motor 20 is connected to the engine 10, the signal detected by the ISG speed sensor 52a can be regarded as the speed of the engine 10. In other embodiments, the engine speed sensor 52b can directly sense the speed of the engine 10 and generate an engine speed signal, and provide the engine speed signal to the control device 30. In the present invention, the source of the engine speed signal can be from the ISG speed sensor 52a or the engine speed sensor 52b.

The control device 30 receives the throttle opening signal and the engine speed signal. In the first embodiment, the control device 30 includes an electronic control unit (ECU) 31 and an ISG controller 32. The electronic control unit (ECU) 31 and the ISG controller 32 are two independent devices, and are respectively arranged on different circuit boards P. The electronic control unit (ECU) 31 and the ISG controller 32 communicate with each other, for example, by transmitting data to each other through K-LINE or CAN, SPI, I2C, UART and other buses. In this embodiment, the electronic control unit 31 is connected to the engine speed sensor 52b, and the ISG controller 32 is connected to the ISG speed sensor 52a.

The driving mode selection switch 60 is operated by the user to determine the driving power of the vehicle. For example, the user can manually switch between the "normal mode" and the "power mode". Compared with the normal mode, the power mode allows the user to have a more obvious acceleration feeling when operating the vehicle.

As shown in FIG2 , the third embodiment of the vehicle power generation control system of the present invention is different from the first and second embodiments mentioned above in that the electronic control unit 31 and the ISG controller 32 in the control device 30 are two independent devices, but are arranged on the same circuit board P.

As shown in FIG3 , the fourth embodiment of the vehicle power generation control system of the present invention is different from the first and second embodiments mentioned above in that the electronic control unit 31 and the ISG controller 32 in the control device 30 are integrated into the same controller and are arranged on a single circuit board P.

Please refer to FIG. 4, which is a judgment flow chart executed by the vehicle power generation control system of the present invention, which can be implemented using any embodiment of the above power generation control system. The flow includes: S41: the control device 30 determines whether the auxiliary power condition is met; S42: if the auxiliary power condition is met, the control device 30 determines that the vehicle enters an auxiliary power mode; S43: in the auxiliary power mode, the control device executes a voltage regulation mechanism; S44: if the auxiliary power condition is not met, the control device 30 determines that the vehicle enters a recharge mode. The recharge mode and the auxiliary power mode are described in detail below.

[Recharge Mode]

First, in step S44, when the control device 30 determines that the vehicle enters the recharge mode, no matter whether the driving mode selection switch 60 is switched to the normal driving mode or the boost driving mode, the target voltage of the battery 40 is set to a recharge target voltage V _charge . The recharge target voltage V _charge is determined by looking up the engine speed (rpm) and the throttle opening (deg) in a table. The recharge target voltage V _charge will be greater than the full load voltage of the battery 40. If the current of the battery 40 is measured, a negative current can be measured, indicating that current flows into the battery 40.

For example, as shown in Table 1 below, the engine speed can be between 1200~12000rpm, and the throttle opening can be between 0~80 degrees. If the full load voltage of the battery = 12V, the recharge target voltage V _charge can be between V1~V3 according to the corresponding engine speed (rpm) and throttle opening (deg), where V1~V3 is a voltage value between 12.5~14.5V. For example, when the throttle opening is between 0~80 degrees and the engine speed is between 1200~1600rpm, the recharge target voltage V _charge can be selected as one of 12.5V and 14V; for example, when the throttle opening is between 0 and 80 degrees, and the engine speed is between 2000 and 10000rpm, the recharge target voltage V _charge can be selected as 14.5V; V1~V3 in the table are only used as codes, even if they are all marked as V1, the V1 corresponding to different engine speeds and throttle openings can be different voltage values, and the codes marked in each table of this manual are all the same. In the recharge mode, the present invention can determine the recharge target voltage V _charge of the battery 40 only according to the engine speed and throttle opening, and charge the battery 40 appropriately.

Please refer to Figures 5A~5B, where Figure 5A shows that in the recharge mode, the set recharge target voltage V _charge is greater than the battery full load voltage, and the actual voltage of the battery 40 fluctuates approximately around the recharge target voltage V _charge ; Figure 5B shows that in the recharge mode, the recharge current of the battery 40 is a negative current.

Referring to FIG. 6 , in step S41, in one embodiment, the ISG controller 32 in the control device 30 determines whether the auxiliary power condition is met, and the factors for the ISG controller 32 to determine include: S411: whether a continuous operation time of the engine 10 is greater than a first preset time; S412: whether a recharge current of the battery 40 is greater than a preset current, wherein the recharge current refers to the current flowing into the battery 40, i.e., the current charging the battery 40; S413: whether the battery 40 is charged; 0 and an actual voltage is less than a preset voltage difference. The recharge target voltage is as shown in Table 1. The actual voltage 40 refers to the voltage obtained by the detection battery 40. S414: If the judgment results of steps S410~S413 are all "yes", a first count value Start is accumulated by 1, and a second count value Stop is cleared to 0; wherein, the ISG controller 32 continuously executes the judgment of steps S410~S413, and as long as all conditions are met, The first count value Start is incremented by 1, and the first count value Start continues to accumulate; S415: The first count value Start has accumulated to be greater than a first preset count threshold value, indicating that the judgment conditions of steps 410 to 413 are all met and are continuously maintained for a second preset time; S416: When the first count value Start is greater than the first preset count threshold value, the ISG controller 32 sets an auxiliary power flag, that is, it is judged that the auxiliary power condition is met, and the control device 30 determines that the vehicle Enter auxiliary power mode; S417: If any of the conditions in steps S410~S413 are not met, the first count value Start is cleared to 0, and the second count value Stop is increased by 1; S418: The second count value Stop has accumulated to be greater than a second preset count threshold value; S419: When the second count value Stop is greater than the second preset count threshold value, the ISG controller 32 clears an auxiliary power flag, i.e., it is determined that the auxiliary power condition is not met.

The ISG controller 32 will continuously execute the steps of Figure 6 to update the first count value Start and the second count value Stop, and determine whether the auxiliary power condition is met based on the first count value Start and the second count value Stop.

[Assisted Power Mode]

Please refer to Figure 7. When the control device 30 determines that the vehicle enters the "auxiliary power mode", it executes the voltage regulation mechanism, which includes:

S71: Determine whether the vehicle is accelerating. The control device 30 can determine whether the vehicle is accelerating based on the throttle opening signal and the engine speed signal. Specifically, when the electronic control unit 31 determines that the throttle opening change value is greater than a threshold value and determines that the vehicle is accelerating, wherein the threshold value can vary corresponding to different engine speeds, the electronic control unit 31 can send an acceleration flag signal to the ISG controller 32.

S72: When the control device 30 determines that the vehicle is accelerating, the control device 30 sets the target voltage of the battery to an acceleration target voltage V _acc . The acceleration target voltage V _acc is determined by looking up a table based on the engine speed (rpm) and the throttle opening (deg). Under certain conditions, the acceleration target voltage V _acc is greater than the full-load voltage of the battery 40. If the current of the battery 40 is measured, a negative current can be measured, indicating that the current flows into the battery 40 to charge it. Under certain conditions, the acceleration target voltage V _acc is less than the full-load voltage of the battery 40. If the current of the battery 40 is measured, a positive current can be measured, indicating that the battery 40 can supply power to the starter and generator motor 20 as an auxiliary power for the engine 10 to increase the horsepower of the engine 10.

For example, as shown in Table 2 below, the engine speed can be between 1300~9000rpm, and the throttle opening can be between 0~80 degrees. If the full load voltage of the battery = 12V, the acceleration target voltage V _acc can be changed according to the corresponding engine speed (rpm) and throttle opening (deg), where V4 represents that the acceleration target voltage V _acc is greater than the full load voltage of the battery, for example, V4 = between 14~14.5V; V5 represents that the acceleration target voltage V _acc is less than the full load voltage of the battery, for example, V5 = between 11~12V.

Because the acceleration state of the vehicle usually only lasts for a short period of time, when the control device 30 sets the target voltage of the battery to the acceleration target voltage V _acc , the duration of the acceleration target voltage V _acc can be adjusted and determined according to the battery voltage, output current, engine speed and throttle opening. For example, a basic time (0-10 seconds) is found by cross-checking the table based on the battery voltage and the output current, and a time percentage (30%-100%) is found by cross-checking the table based on the engine speed and the throttle opening. The basic time is multiplied by the time percentage to obtain the continuous execution time of the acceleration target voltage V _acc . Once the continuous execution time is over, the control device 30 re-determines whether the vehicle meets the auxiliary power mode conditions. In this way, the battery 40 can be prevented from being over-discharged and the power in the battery 40 can be maintained.

S73: Determine whether the vehicle is cruising. The control device 30 determines whether the throttle opening is maintained within an opening range (e.g., 5-20 degrees) and whether the engine speed is maintained within a speed range (e.g., 4500-5500 rpm). If both conditions are met and maintained for a third preset time, the control device 30 determines that the vehicle is cruising. In one embodiment, when the electronic control unit 31 determines that the vehicle is cruising based on the throttle opening signal and the engine speed signal, the electronic control unit 31 sends a cruise flag signal to the ISG controller 32.

S74: When the control device 30 determines that the vehicle is cruising, the control device 30 sets the target voltage of the battery 40 to a cruise target voltage V _cruise . For example, when the ISG controller 32 receives the cruise flag signal, the ISG controller sets the target voltage of the battery 40 to the cruise target voltage V _cruise . The cruise target voltage V _cruise is determined by looking up the table according to the engine speed (rpm) and the throttle opening (deg). Under certain conditions, the cruise target voltage V _cruise is greater than the full load voltage of the battery 40, which means that current flows into the battery 40 to charge it; under certain conditions, the cruise target voltage V _cruise is less than the full load voltage of the battery 40, which means that the battery 40 can supply power to the starter and generator motor 20 as an auxiliary power for the engine 10 to increase the horsepower of the engine 10.

For example, as shown in Table 3 below, the engine speed can be between 1300~9000rpm and the throttle opening can be between 0~80 degrees. If the full load voltage of the battery = 12V, the cruise target voltage V _cruise may change according to the corresponding engine speed (rpm) and throttle opening (deg), where V6 represents that the cruise target voltage V _cruise is greater than the full load voltage of the battery, for example, V6 = 14~14.5V; V7 represents that the cruise target voltage V _cruise is less than the full load voltage of the battery, for example, V7 = 11~12V.

S75: If the control device 30 determines that the vehicle is not accelerating or cruising, the control device 30 can calculate the target voltage corresponding to the battery 40 according to the driving mode selected by the driving mode selection switch 60. When the driving mode selection switch 60 is switched to the normal driving mode, the control device 30 calculates a first target voltage V _target-1 of the battery 40 according to the following formula: First target voltage V _target-1 =V _crk ×(100%-C _ERT )+V _charge ×(C _ERT )

Among them, V _crk in the above formula is a voltage base value, which is obtained by looking up a table based on a preset throttle opening and engine speed; C _ERT is a first coefficient, which is obtained by looking up a table based on an engine running time. As the running time of the engine increases after starting, the value of the first coefficient C _ERT increases accordingly. For example, when the engine running time is 150 seconds, the corresponding value of the first coefficient C _ERT is 50%, and when the engine running time is 200 seconds, the corresponding value of the first coefficient C _ERT is 70%; V _charge is the recharge target voltage listed in Table 1, which is obtained by looking up a table based on the throttle opening and engine speed.

S76: If the control device 30 determines that the vehicle is not accelerating or cruising, and the driving mode selection switch 60 is switched to the power mode, the control device 30 calculates a second target voltage V _target-2 of the battery 40 according to the following formula: Second target voltage V _target-2 =V _crk ×(100% _-CERT )+V _power ×( _CERT )

Among them, V _crk and _CERT in the above formula are the same as the parameters in the previous formula; V _power is a voltage value determined by looking up the table according to the engine speed (rpm) and the throttle opening (deg), as shown in Table 4 below, where V8 can be any value between 12~14.5V.

Please refer to Figures 8A and 8B, where Figure 8A shows that in the auxiliary power mode, the target voltage set for the battery 40 is less than the battery full load voltage, so the battery 40 is output power supply; Figure 8B shows that in the auxiliary power mode, the output current of the battery 40 is a positive current.

In summary, the "vehicle power generation control system with auxiliary power" of the present invention has the following characteristics:

1. When judging whether a vehicle meets the auxiliary power mode, it is only necessary to consider the engine running time and the battery health (battery recharge current, the difference between the battery recharge target voltage and its actual voltage), without detecting the vehicle speed and brake operation status.

Second, when the vehicle is determined to be in recharge mode, the present invention can set different recharge target voltages V _charge according to different combinations of engine speed and throttle opening, rather than maintaining a fixed voltage, so that the battery can be charged more efficiently.

3. When it is determined that the vehicle is in auxiliary power mode, the present invention executes an intelligent voltage regulation mechanism to further determine whether the vehicle is accelerating or cruising. If the conditions are met, the battery voltage is set to the acceleration target voltage V _acc or the cruise target voltage V _cruise . The acceleration target voltage V _acc or the cruise target voltage V _cruise can be set to be greater than or less than the full load voltage of the battery according to different combinations of the vehicle engine speed and throttle opening.

4. When the vehicle is judged to be in auxiliary power mode, if the intelligent voltage regulation mechanism determines that the vehicle is not accelerating or navigating, it can further calculate the appropriate battery target voltage value according to the power mode or normal mode selected by the user. The target voltage value can also be set to be greater than or less than the full-load voltage of the battery according to different combinations of the vehicle's engine speed and throttle opening.

10: Engine

20: Starter and generator motor

30: Control device

31: Electronic control unit

32:ISG controller

40:Battery

51: Throttle sensor

52a:ISG speed sensor

52b: Engine speed sensor

P: Circuit board

Claims (15)

A vehicle power generation control system with auxiliary power includes: an engine; a starter generator (ISG) connected to the engine; a battery electrically connected to the starter generator; a throttle sensor, detecting a throttle opening of the vehicle and generating a throttle opening signal; a speed sensor, detecting a speed of the engine and generating an engine speed signal; a control device, connected to the throttle sensor and the speed sensor, receiving the throttle opening signal detected by the throttle sensor and receiving the engine speed signal detected by the speed sensor; Among them, after the engine is started by the starter-generator motor, when the control device determines that the vehicle meets an auxiliary power mode, the control device executes a voltage regulation mechanism to determine a target voltage of the battery. When the control device determines that the vehicle does not meet the auxiliary power mode, the control device controls the starter-generator motor to perform a recharge mode, the starter-generator motor generates electricity to generate a recharge current, and the control device transmits the recharge current to the battery for charging. A vehicle power generation control system with auxiliary power includes: an engine; a starter generator (ISG) connected to the engine; a battery electrically connected to the starter generator; a throttle sensor, detecting a throttle opening of the vehicle and generating a throttle opening signal; a speed sensor, detecting a speed of the engine and generating an engine speed signal; a control device, connected to the throttle sensor and the speed sensor, receiving the throttle opening signal detected by the throttle sensor and receiving the engine speed signal detected by the speed sensor; Among them, after the engine is started by the starter and generator motor, when the control device determines that the vehicle meets an auxiliary power mode, the control device determines a target voltage of the battery, so that the battery outputs an output current, the output current is a positive current, and the control device transmits the output current to the starter and generator motor; when the control device determines that the vehicle does not meet the auxiliary power mode, the control device controls the starter and generator motor to perform a recharge mode, the starter and generator motor generates electricity to generate a recharge current, the recharge current is a negative current, and the control device transmits the recharge current to the battery for charging. A vehicle power generation control system with auxiliary power as described in claim 1 or 2, wherein the control device determines: a. a continuous operation time of the engine is greater than a first preset time; b. a recharge current of the battery is greater than a preset current; and c. a difference between an actual voltage of the battery and the target voltage is less than a preset voltage difference; When the above conditions a, b, and c are all met and continuously maintained for a second preset time, the control device determines that the vehicle meets the auxiliary power mode. A vehicle power generation control system with auxiliary power as described in claim 1 or 2, wherein when the control device determines that the vehicle is in the recharging mode, the control device sets the target voltage of the battery to a recharging target voltage by looking up a table, and the recharging target voltage is greater than a full load voltage of the battery. A vehicle power generation control system with auxiliary power as described in claim 1 or 2, wherein when the vehicle meets the auxiliary power mode and the control device sets the target voltage of the battery to be less than a full load voltage of the battery, the starter-generator motor provides auxiliary power to the engine. A vehicle power generation control system with auxiliary power as described in claim 1 or 2, wherein, when the control device determines that the vehicle meets the auxiliary power mode, it further determines whether the vehicle is accelerating based on the throttle opening signal and the engine speed signal; if the control device determines that the vehicle is accelerating, the control device sets the target voltage of the battery to an acceleration target voltage by looking up a table. A vehicle power generation control system with auxiliary power as described in claim 6, wherein the control device multiplies a basic time by a time percentage to calculate the continuous execution time of the acceleration target voltage, and the basic time and the time percentage are determined respectively by looking up a table. A vehicle power generation control system with auxiliary power as described in claim 6, wherein the control device includes an electronic control unit and an ISG controller. When the vehicle meets the auxiliary power mode, the electronic control unit further determines whether the vehicle is accelerating based on the throttle opening signal and the engine speed signal; when the electronic control unit determines that the vehicle is accelerating, the electronic control unit transmits an acceleration flag signal to the ISG controller, and the ISG controller sets the target voltage of the battery to an acceleration target voltage by looking up a table. A vehicle power generation control system with auxiliary power as described in claim 1 or 2, wherein, when the vehicle complies with the auxiliary power mode, when the throttle opening is maintained in an opening range and the engine speed signal is maintained in a speed range and maintained for a third preset time, the control device determines that the vehicle is cruising, and the control device sets the target voltage of the battery to a cruising target voltage by looking up a table. A vehicle power generation control system with auxiliary power as described in claim 9, wherein the control device includes an electronic control unit and an ISG controller. When the electronic control unit determines that the vehicle is cruising based on the throttle opening signal and the engine speed signal, the electronic control unit sends a cruise flag signal to the ISG controller, and the ISG controller sets the target voltage of the battery to the cruise target voltage. A vehicle power generation control system with auxiliary power as described in claim 1 or 2, wherein the control unit is further connected to a driving mode selection switch; when the vehicle meets the auxiliary power mode and the driving mode selection switch is switched to a general driving mode, and the control unit determines that the vehicle is not accelerating and cruising, the control device calculates a first target voltage as the target voltage of the battery according to the following formula: First target voltage = V _crk × (100% - _CERT ) + V _charge × ( _CERT ) wherein V _crk is a voltage base value obtained by cross-checking a table based on a preset throttle opening and engine speed; _CERT is a first coefficient obtained by looking up a table based on an engine running time; V _charge is the target voltage for one charge, which is obtained by cross-checking the table based on the throttle opening and engine speed. A vehicle power generation control system with auxiliary power as described in claim 11, wherein, when the vehicle complies with the auxiliary power mode and the driving mode selection switch is switched to a boost driving mode, and the control unit determines that the vehicle is not accelerating and cruising, the control device calculates a second target voltage as the target voltage of the battery according to the following formula: Second target voltage = V _crk ×(100% _-CERT )+V _power ×( _CERT ) wherein V _power is a voltage value determined by looking up a table based on the engine speed (rpm) and the throttle opening (deg). A vehicle power generation control system with auxiliary power as described in claim 1 or 2, wherein the control device includes an electronic control unit and an ISG controller, the ISG controller is communicatively connected to the electronic control unit and is respectively arranged on different circuit boards, and the auxiliary power mode is determined by the ISG controller. A vehicle power generation control system with auxiliary power as described in claim 1 or 2, wherein the control device includes an electronic control unit and an ISG controller, the ISG controller is communicatively connected to the electronic control unit and is arranged on the same circuit board, and the auxiliary power mode is determined by the ISG controller. A vehicle power generation control system with auxiliary power as described in claim 1 or 2, wherein the control device includes an electronic control unit and an ISG controller, the ISG controller and the electronic control unit are integrated into the same controller and are arranged on a circuit board, and the auxiliary power mode is determined by the ISG controller.