JPH01106929A - Power generation mechanism for automobile - Google Patents

Abstract

PURPOSE:To make it possible to try saving of fuel and damping noise by controlling an engine speed by means of an actuator on the basis of an inverter load current detection signal and a generator voltage detection signal. CONSTITUTION:Electric power generated by a generator 3 is supplied to an inverter unit 4 to be used as an external power supply by means of a socket 9 and a signal from an electric current sensor 6 installed between the generator 3 and the inverter unit 4 is supplied to a controller unit 7 as a load current detection signal of the inverter unit 4. Also, a voltage detection signal from the generator 3 is supplied to the controller unit 7. The controller unit 7 supplies a control drive signal to an actuator 8 on the basis of each detected signal to control an engine speed. Thus, the position of a thrust shaft 33 is detected by signals from detectors so as to return the engine speed certainly to its idling state in such conditions as providing possibility for generating power sufficiently in the idling state, or as providing inoperative state of a power generation mechanism 1.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to a power generation mechanism for an automobile that generates electricity by driving the engine of the automobile. This is to restore the condition.

<Prior Art> The following are known as generators installed in automobiles that can be used as other power sources.

One method is to use a single generator and combine it with an external circuit; for example, in JP-A-50-36
It is described in JP-A-341, JP-A-50-138529, etc.

What is described in each of the above-mentioned publications does not use one generator or generate two different voltages as the generator's generated voltage, but instead uses a changeover switch outside the generator to generate two different voltages. It is a structure that receives heavy pressure.

In addition, as another conventional example, a car is equipped with a single generator, for example,
It is described in Japanese Utility Model Publication No. 161225 and Japanese Utility Model Application Publication No. 56-43265.

The device described in the above-mentioned Japanese Patent Application Laid-Open No. 60-161225 is equipped with two generators, one for 12V and one for 100V, and each is driven by a belt to obtain dual pressure. Furthermore, the structure described in Japanese Utility Model Application Publication No. 56-43265 has almost the same structure.

<Problem to be solved by the invention> The generators and power generation systems described in the above-mentioned publications are capable of obtaining dual sources, or are they capable of supplying two different voltages at the same time? The generator cannot be generated. In addition, it is difficult to control the engine speed according to the power consumption load, and it is difficult to control the engine speed by simply connecting the actuator that controls the engine speed to a throttle system such as an accelerator wire. It is difficult to reliably return the vehicle to idling, resulting in wasteful fuel consumption.

<Means for Solving the Problems> The present invention has been proposed in view of the above, and includes a generator driven by an engine, an inverter section that converts the voltage generated by the generator into a commercial frequency, and a generator. There is a controller section that adjusts the generated voltage to a constant level, and an actuator that is activated by a signal from the controller section and acts on the throttle system such as an accelerator wire. A rotor rotatably supported in a housing by a shaft, a propulsion shaft screwed onto a female thread of the rotating shaft and movable in the axial direction but supported non-rotatably, and a coil provided facing the outer periphery of the rotor. It consists of a detector that detects the position of the propulsion shaft.

<Function> The power generated by the generator is supplied to the inverter section as an external power source, and the signal from the current sensor installed between the generator and the inverter section is supplied to the controller section as the load current detection signal of the inverter section. At the same time, a voltage detection signal from the generator is supplied to the controller section, and the controller section supplies control drive signals to the actuator based on the above-mentioned detection signals to control the engine rotation speed, so that the engine speed is sufficiently controlled when the engine is idling. In a state in which power generation is possible, or in a state in which the power generation mechanism is not activated, the position of the propulsion shaft is detected by a signal from the detector, and the rotational speed of the engine is reliably returned to the idling state.

<Example> Embodiments of the present invention will be described below based on the drawings.

The power generation mechanism 1 is installed in the engine room of a car, and basically includes a generator 3 driven by an engine 2, an inverter section 4 electrically connected to the generator 3, and a generator 3. A controller section 7 is supplied with a signal from a current sensor 6 provided in a circuit 5 that connects the inverter section 4 and an actuator 8 that is operated by the controller section 7 to act on a throttle system such as an accelerator wire. It has an up solenoid 9.

The generator 3 described above is a single voltage high frequency generator 3.
a (the embodiment shown in FIG. 1) or a dual voltage high frequency generator 3b (the embodiment shown in FIGS. 2 and 3) can be used.

When a single voltage high frequency generator 3a is used as the generator 3, the electric power generated by the alternator is supplied to the battery, and the electric power generated by the single voltage high frequency generator 3 is supplied to the inverter section 4 through the circuit 5.

However, when using the dual voltage high frequency generator 3b as the generator 3, remove the alternator from inside the hood, connect the circuit 5 to the high frequency side output part 1o of the dual voltage high frequency generator 3b, and connect the DC side output part 11. Connect to battery 12.

As shown in FIG. 5, this dual voltage high frequency generator 3b has a first coil 13a for high voltage and a second coil 13b for low voltage connected in series, and both coils 13a, 13b are stacked and inserted into the same slot. One end of the second coil 13b is the neutral point C of the star-shaped connection, and the other end of the second coil 13b and one end of the first coil 13a are connected. The end sides are assembled to form the high frequency side output section 10, and the second coil 13b and the first coil 13
The connection points with a are grouped together to form the DC side output section 11.

However, a diode is interposed on the DC side output section 11 side to control the voltage generated from the DC side output section 11 to about 14 volts and 60 amperes.

On the other hand, a terminal 15 of a field coil 14 provided inside the single voltage high frequency generator 3a is connected to a controller section 7 to be described later.

In this way, the generator 3 can be a single voltage high frequency generator 3a or a dual voltage high frequency generator 3b.
Whether or not to use the generator 3 and which generator 3 to use will be determined as appropriate depending on the vehicle standards, power consumption, etc.

The inverter section 4, controller section 7, etc. in the present invention are in separate and independent forms (
As shown in Figure 3, 1
It may be provided in one case 16 and integrated as a system controller.

As shown in FIGS. 4 and 6, the inverter section 4 connected to the above-mentioned high frequency side output section 10 converts the three-phase 100 volt high frequency output supplied from the generator 3 through the circuit 5 into a diode. 17 to convert it into a direct current, and further convert this direct current voltage into an alternating current voltage by a switching element 18 consisting of a transistor. Therefore, when the electrical device 20 is connected to the outlet 19, the output of the inverter section 4 is supplied with power to the electrical device 20, and the electrical device 20 is operated. When the inverter section 4 used in the separate type does not require an external power source, it is removed from the connector box 21 and stored in the trunk of a car, for example, and when an external power source is required, the inverter section 4 is The circuit 5 is inserted into the connector box 21 and used. It is preferable that the connector box 21 be installed at a location where it is easy to connect the inverter section 4 but not conspicuous, for example, next to the front bumper or next to the rear seat.
It is preferable to provide it, for example, on the side of the driver's seat so that the driver can easily operate it.

On the other hand, when integrated as a system controller, for example, if the case 16 is installed at the bottom of the center console box, wiring can be simplified, manufacturing and installation can be simplified, and the separate installation work of the connector box 21 can be eliminated. There will be benefits.

The controller section 7 has a voltage control mechanism 2 for the generator 3 inside.
2, an engine rotation speed control mechanism 23, an erroneous operation protection mechanism 24, and the like. A power generation detection signal from the generator 3 is input to the voltage control mechanism 22, and the power generation detection signal is input to the voltage control mechanism 22.
A field control signal is output to the field coil 14 of. The control mechanism 23 also includes an engine rotation speed detection signal from the ignition coil and a current sensor 6 in the connector box 21.
Based on these two signals, a drive signal is output to the actuator 8, and the actuator 8 adjusts the throttle lever to control the rotational speed of the engine 2. Furthermore, the site brake determination signal in the automobile and the connector connection detection signal from the connector box 21 are input to the erroneous operation protection mechanism 24, and the first protection drive signal and the second protection drive signal are output.

The first protection drive signal described above is activated when the driver mistakenly operates the controller unit 7 to the stationary power generation state while the vehicle is running.
The site brake is not working, so actuator 8
This is a safety signal to be used when the driver makes an erroneous operation, such as disabling the actuator from operating, or setting the actuator 8, which is released from the handbrake when the car is stopped and in the power generation state, to the idle link state to prevent a sudden start. . Further, the second protection drive signal is used in the case of a separate type, and is an alarm signal for generating a warning sound when the automobile is driven with the inverter unit 4 connected to the connector box 2, for example. Note that in the case of a system controller, it is not necessary to connect or disconnect the wiring of the connector box each time, so this second protection drive signal is not necessary.

The above-described actuator 8 is connected to a throttle system from an accelerator pedal to an engine throttle, and is operated by a control drive signal from the controller section 7 to adjust the rotation speed of the engine 2. The actuator 8 shown in FIG.
26 rotatably supports a rotary shaft 28 having a screw thread 27 formed on its inner diameter, a permanent magnet 29 is provided on the rotary shaft 28 to constitute a rotor 30, and an excitation coil 31 is placed facing the outer circumference of the rotor 30. is arranged to constitute a stator, a propulsion shaft 33 having a male thread 32 is screwed onto the rotating shaft 28, and a detector 35 made of a Hall element etc. is installed near the bearing 26 on the opposite side from the flange 34. This is provided. Propulsion shaft 33
As shown in FIG. 12, a detent part 36 having an oval cross section with a flat surface is formed at one end, and a member 37 having a larger diameter than the propulsion shaft 33 is provided at the other end.
7, an actuator 38 such as a permanent magnet that acts on the detector 35;
By inserting the rotation preventing portion 36 into an oval through hole 39 formed in the flange 34 of the housing 25, the rotation preventing portion 36 is made movable in the axial direction but not rotatable. In addition,
The propulsion shaft 33 is supported by a female thread 2a formed on the rotating shaft 28 of the rotor 30, and its rotation is restricted by a through hole 39 of the flange 34. Also, the house sink 2 on the opposite side of the flange 34
5 is provided with a stopper 42 consisting of a bolt 40 and a lock nut 41 that contacts the end of the propulsion shaft 33 or the large diameter member 37, and by adjusting the threaded length of the bolt 40, the propulsion shaft 33 stroke, especially the propulsion shaft 33
The minimum value of the protrusion length is regulated. Therefore, when the excitation coil 31 is excited by the drive signal from the controller section 7 and the rotor 30 is rotated in one direction, the propulsion shaft 33 is rotated by the screw action between the external screw 27 of the rotation shaft 28 and the male screw 32 of the propulsion shaft 33. The length of the portion protruding from the flange 34 is increased by moving (forward) to the left in FIG. Flange 3
A wire 43 whose one end is connected to an accelerator system such as a throttle lever is connected to the end of the propulsion shaft 33 protruding from the shaft 4. The throttle lever is biased in the direction of returning it to the idling state. Therefore, when the propulsion shaft 33 moves forward as described above, the rotational speed of the engine 2 decreases. Then, when the protrusion length of the propulsion shaft 33 becomes maximum, the rotation speed of the engine 2 becomes an idle link state (initial state S). Note that when the protrusion length of the propulsion shaft 33 reaches the maximum, the effector 38 provided at the other end of the propulsion shaft 33
acts on the detector 35, and sends a signal to the detector 35 or the controller section 7. Therefore, the controller unit 7 can detect that the propulsion shaft 33 is in the above-mentioned initial state based on the signal from the detector 35, and that the engine 2 is returned to the idling state. On the other hand, the excitation coil 31 is excited by the drive signal from the controller section 7 to rotate the rotor 30.
When rotated in the opposite direction, the propulsion shaft 33 or the first
1. Move to the right in Figure 1 (retreat) to reduce the length protruding from the flange 34. Note that the moving length of the propulsion shaft 33 is proportional to the amount of rotation of the rotor 30. Therefore, the propulsion shaft 33 moves backward by the amount that the rotor 30 rotates, and the wire 43 is pulled by that amount to increase the rotation speed of the engine 2. In addition, the propulsion shaft 33
If the rear end of the propulsion shaft 33 or the large diameter member 37
It comes into contact with the bolt 40 of the stopper 42 and stops. Even if the propulsion shaft 33 of the actuator 8 moves back more than necessary due to a failure of the controller section 7 or the like, it is possible to prevent the rotational speed of the engine 2 from increasing more than necessary.

As described above, the automobile power generation mechanism 1 mainly includes a generator 3 operated by an engine 2, an inverter section 4, a controller section 7, and an actuator 8, and the mode switch of the controller section 7 is operated by the driver or another person. A person can operate the system to select from three modes: running mode (only when the car is running), running mode (generating electricity while the car is running), and stationary generating mode (generating electricity while the car is stopped). I'll come.

In the running mode, in the normal case where 100 volts AC is not used when the car is running, in the embodiment shown in FIG. 1, power is supplied to the battery 12 by the alternator without using the Shinkle voltage high frequency generator 3a. The embodiment of FIGS. 2 and 3 is a dual voltage high frequency generator 3.
b is used for the purpose of making the alternator perform the same function and supplying 14 volts DC to electrical equipment. Therefore, the idle link speed of the engine 2 can be set to 650 to 700 rpm as usual.

As shown in FIG. 6, in this driving mode system, when the engine 2 is started and the mote in the controller section is put into "R driving mode," the frequency of the ignition voltage is determined by the engine rotation speed detection signal input to the controller section 7. is detected to determine that the engine 2 is rotating, and when it is confirmed that the frequency is equal to or higher than a specified value, a field control signal is supplied to the generator 3. Due to this action, engine 2
This can prevent unnecessary field current from being supplied even when the motor is not rotating. Note that if a detector capable of detecting frequency is used as the current sensor 6, the rotational speed of the engine 2 can be confirmed based on the signal from the current frequency detector, and the same control as described above can be performed. And if you configure it like this,
This can prevent pulse noise, which causes radio noise, from entering the car. When field current is supplied to the field coil 14 of the generator 3, the generator 3 starts generating electricity, converts the alternating current into 14 volts direct current using the rectifier built into the generator 3, and stores the electricity in the battery 12. or as a power source for electrical equipment. When the rotational speed of the engine 2 increases or the load decreases, the generated voltage of the generator 3 also increases, and when the voltage exceeds 14 volts, the controller section 7 limits the field control signal based on the input power generation detection signal. . As a result, the power generation state of the generator 3 is controlled, and when the voltage falls below 4 volts, the field control signal is again supplied from the controller section 7 to the field coil 14 of the generator 3.

Therefore, the voltage control mechanism 22 of the controller section 7 always maintains the output voltage of the generator 3 at 14 volts DC.

On the other hand, in the driving power generation mode, AC 100 is generated while the car is running.
Volts may be used as an external power source, and in this case, the generator 3 can supply power from two single-axis systems: 100 volts DC and 100 volts AC. However, since the capacity of the generator 3 is proportional to the input rotational speed, the output is high when the car is running at high speed, and conversely, the output is low when the car is running at low speed. Therefore, the output capacity in driving power generation mode is
It is determined by the engine speed at idle, which is the lowest engine speed at low speeds. Therefore, the idling speed of engine 2 is set slightly higher than when in running mode, for example, 900.
~]000 rpm, an idle up solenoid 9 is provided which is activated by a command signal from the controller section 7.

Here, since the generator 3 has a single-axis dual power supply system as described above, it generates 100 V AC in addition to 14 V DC, and since the 100 V AC power is a high frequency AC output, it cannot be used directly for household electrical equipment. I can't come. Therefore, in the case of a separate type, the inverter section 4 stored in the trunk room or the like converts the current to direct current, and in the case of a -type system controller, the inverter section 4 inside the case 16 converts the current to direct current, and then the switching element 18 converts the commercial frequency of 50 Hz to AC.
Alternatively, the frequency can be converted to 60 Hz so that it can be used with household electrical equipment and can be connected to the outlet 19.

Note that the capacity of the generator 3 is proportional to the input rotation speed, so the output capacity is high when the car is running at high speed, and conversely, the output capacity is low when the car is running at low speed. Therefore, the output capacity in the running power generation mode is determined by the engine speed during idling, which is the lowest engine speed at low speeds.

A stationary power generating mote generates AC 100 when the car is stopped.
As in the case of the traveling power generation mode, the generator 3 supplies power in two single-axis systems of 14 volts DC and 100 volts AC. However, unlike in the traveling power generation mode, the rotation speed of the engine 2 is changed according to the power consumption load.

That is, when the power load usage is large, the engine 2 is rotated at high speed by the action of the actuator 8, and when the power load is low, the engine 2 is rotated at low speed. This is current sensor 6
When a load current detection signal is input to the controller section 7, a drive signal is output from the rotation speed control mechanism 23 to the actuator 8, and the rotation of the engine 2 is controlled by the actuator 8.

As shown in FIG. 10, in the stationary power generation mote system, when the engine 2 is started and the mode switch in the controller section 7 is turned on to "stationary power generation J", the action of supplying field current to the generator 3 is set to the running mode. When a frequency that is the same as that of the traveling generating motor or is higher than a specified value that indicates that the engine 2 is rotating is detected by the engine rotation speed detection signal, the controller section 7 moves the direction in which the wire 43 is pulled toward the actuator 8 ( A drive signal is supplied to the engine 2 in the direction in which the rotational speed increases.Meanwhile, during this time, the controller section 7
The ignition frequency is constantly detected and the supply of drive signals to the actuator 8 is stopped when the generator 3 is ready to use 100 volts of AC, that is, when the rotational speed of the engine 2 reaches 900 to 1 (10 [] rpm). In reality, depending on the load of the electrical equipment used, the actuator 8 operates to increase the opening of the throttle lever (operation to increase the engine speed) via the wire 43, or to increase the opening of the throttle lever. The engine speed and electrical load capacity are adjusted to the optimal position by performing a decreasing operation (an operation that lowers the engine speed).Specifically,
The controller section 7 constantly compares and calculates the ignition frequency and the load current detection signal from the current sensor 6,
If the load and rotation speed are the same, the drive signal to the actuator 8 is stopped. However, if the load is larger than the rotational speed, a drive signal is supplied to the actuator 8 to cause the actuator 8 to pull in the wire 43, thereby increasing the rotational speed of the engine 2.

If the load is smaller than the rotational speed, a drive signal for causing the actuator 8 to return is supplied to the actuator 8, thereby reducing the rotational speed of the engine 2.

In addition, if the key switch is accidentally turned off or the engine 2 stops during the stopped power generating mode, the actuator 8 will not connect to the wire 43 when restarting the engine 2.
If the engine 2 is left pulled, the engine speed will suddenly increase to high speed immediately after starting, which is dangerous. Therefore, it is desirable, for example, to stop supplying the field control signal to the generator 3 and to return the actuator 8 to its original operation.

Although the present invention has been described in detail above, the present invention is not limited to the above-mentioned embodiments, and can be implemented with any modifications within the scope of the claims. Ru.

<Effects of the Invention> As explained above, according to the present invention, two power sources can be obtained no matter what state the vehicle is in, and each power source can be used effectively.

Furthermore, the generator, inverter section, controller section, etc. can be extremely miniaturized and can be installed in any automobile.

In addition, the present invention allows the actuator to adjust the engine rotation speed according to the power consumption load, and the detector provided in the actuator to detect the position of propulsion, resulting in fuel savings and noise reduction. It is possible to reduce the engine speed, and the actuator can reliably return the engine speed to idling.
It is safe and does not interfere with the driving of a car.

[Brief explanation of the drawing]

The drawings show embodiments of the present invention; FIG. 1 is a schematic system diagram of a power generation mechanism using a single voltage high frequency generator, and FIG. 2 is a schematic system diagram of a power generation mechanism using a dual voltage high frequency generator. Fig. 3 is a schematic system diagram of another embodiment in which the inverter section, controller section, etc. are integrated; Fig. 4 is a schematic block diagram of the power generation mechanism shown in Fig. 3; Fig. 5 is a schematic diagram of the generator; Fig. 6 is a schematic diagram of the inverter section, Fig. 7 is a schematic diagram of the controller section, Fig. 8 is an operating system diagram in running mode, Fig. 9 is an operating system diagram in running power generation mode, and Fig. 10 is a stop power generation diagram. Fig. 11 is a cross-sectional view of the actuator, Fig. 12 is a perspective view of a part of the rotor, propulsion shaft, and flange, and Fig. 13 shows the relationship between the detector and the actuator installed on the propulsion shaft. FIG. In the figure, l is a power generation mechanism, 2 is an engine, 3 is a generator, 4 is an inverter section, 6 is a current sensor, 7 is a controller section,
8 is an actuator, 25 is a housing, 27 is an acid screw, 28 is a rotating shaft, 29 is a permanent magnet, 33 is a propulsion shaft, 30
3 is a rotor, 31 is an excitation coil, 34 is a flange, 35 is a detector, 36 is a rotation stopper, 38 is an operator of the detector, 3
9 is a through hole, 42 is a stopper, and 43 is a wire. Figure 4 Figure 5

Claims (1)

[Claims] A generator driven by the engine, an inverter section that converts the voltage generated by the generator to a commercial frequency, a controller section that adjusts the voltage generated by the generator to a constant level, and an accelerator that is activated by a signal from the controller section. An actuator that acts on the throttle system such as a wire is provided,
This actuator consists of a rotor that is rotatably supported in a housing by a tubular rotating shaft with a female thread formed on its inner diameter, and a propulsion rotor that is screwed into the female thread of the rotating shaft and is movable in the axial direction but is supported non-rotatably. It consists of a shaft, a coil placed facing the outer circumference of the rotor, and a detector that detects the position of the propulsion shaft.The power generated by the generator is supplied to the inverter section as an external power source, and the controller section The signal from the connected current sensor is supplied to the controller as the load current detection signal of the inverter, and the voltage detection signal from the generator is also supplied to the controller, and the controller drives the actuator based on the above detection signals. An automobile power generation mechanism characterized by supplying a signal to control the engine speed.