JPH01106930A - Power generation mechanism for automobile - Google Patents

Abstract

PURPOSE:To extremely simplify the handling and operation of a power generation mechanism during stop of an automobile by installing, on an acceleration pedal, an actuator for obtaining engine power depending upon the power generation load in the state of the stopped automobile. CONSTITUTION:An acceleration actuator 9 provided with an eccentric cam 37 is attached to the free end of a swinging rod 28 swingably supported by a shaft on a base member 27 positioned above an acceleration pedal 25. Hereat, electric power generated in a generator 3 is supplied to an inverter unit 4 to make it serve as an external power supply and a controller unit 7 supplies a control drive signal to the acceleration actuator 9 on the basis of a load current detection signal from the inverter unit 4 and a voltage detection signal from the power generator 3. The acceleration actuator 9 receiving these signals gives a turning movement to the eccentric cam 37 so as to step on the acceleration pedal 25, thus an engine output being obtained in response to the power generation load in the state of the stopped automobile. An external power supply can be easily obtained in this way during stop of the automobile and the acceleration actuator 9 can be easily stored and set just by giving turning movement to the swinging rod 28.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention provides an accelerator actuator that controls an accelerator pedal in order to obtain engine output according to the power consumption load when generating electricity with a stopped automobile. This invention relates to a power generation mechanism for an automobile that is movable up and down on an accelerator pedal.

<Prior Art> The following are known as generators installed in automobiles that can be used for 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
34], JP-A-50-138529, etc.

The systems described in each of the above-mentioned publications use one generator, but instead of generating two different voltages as the generator's generated voltage, they are connected externally to the generator using a changeover switch, etc. It is a structure that receives heavy pressure.

In addition, as another configuration, a car is equipped with a single generator, for example, Japanese Patent Laid-Open No. 60-1
It is described in Japanese Utility Model Publication No. 61225 and Japanese Utility Model Application Publication No. 56-43265.

In the above-mentioned Japanese Patent Laid-Open No. 6O-11i1225, two generators for 12V and 100V are mounted on a motorcycle, and each is driven by a belt to obtain dual pressure. Moreover, the structure described in Japanese Utility Model Application Publication No. 56-43265 has almost the same structure.

Furthermore, as a structure other than the above, there is also a generator in which two magnetic poles and two stator cores are independently provided in one generator, as described in, for example, Japanese Utility Model Application No. 57-138973.

What is described in this publication is a system in which two combinations of a rotor and a stator are housed in one casing to form two power generation sections, and both power generation sections are driven by a common rotating shaft. It is.

<Problems to be solved by the invention> Can the generators and power generation systems described in the above-mentioned publications obtain dual sources? It is not possible to generate different types of voltage with one generator.

In other words, the device described in Japanese Patent Application Laid-open No. 50-36341 uses a changeover switch outside the generator to selectively use two voltages, and the changeover switch is used to selectively extract the voltage. If one voltage is output, the other voltage cannot be output.

Similar to the above, the device described in Japanese Patent Application Laid-Open No. 50-138529 combines external circuits such as a changeover switch in one generator, and cannot take out two voltages at the same time.

Moreover, in this case, not only is the operation of the changeover switch etc. complicated, but also a step-up transformer is required, which increases the weight. An increase in weight is not preferable especially when used in a vehicle, and electric circuits such as a protective resistor and relay are required, and a large current flows through the protective resistor, resulting in wasteful power consumption.

Furthermore, a system in which a hydraulic pump is operated by extracting the output of the engine, and this hydraulic pressure is used to drive a generator using a hydraulic motor has low mechanical efficiency, and the entire device becomes heavy and large.

<Means for Solving the Problems> The present invention has been proposed to solve the above-mentioned conventional drawbacks. (Examples) The present invention will be explained below based on the examples shown in the drawings.

The power generation mechanism 1 of the present invention is installed in the engine room of an automobile, 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 that is electrically connected to the generator 3. A controller unit 7 is supplied with a signal from a current sensor 6 provided in a circuit 5 that electrically connects the engine 3 and the inverter unit 4, and a controller unit 7 operates based on the signal from the controller unit 7 to control the rotational speed of the engine 2. An idling-up solenoid 8 that increases the engine speed, and an accelerator actuator 9 that is activated by a drive signal from the controller section 7 described above in preparation for large power consumption when the vehicle is stopped.

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 using a single-voltage high-frequency generator 3a as the generator 3, the alternator is left mounted in the hood of the car, and the electric power generated by this alternator is supplied to the battery, and the electric power generated by the single-voltage high-frequency generator 3a is is supplied to the inverter section 4 by one 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 10 of the dual voltage high frequency generator 3b, and connect the DC side output part 11. It is connected to a battery 12 mounted in the hood.

As an example of this dual voltage high frequency generator 3b, a single shaft dual power supply system currently being filed by the present applicant as Japanese Patent Application No. 61-218088 can be used.

The above-mentioned dual voltage high frequency generator 3b is the ninth
As shown in the figure, a first coil 13a for high voltage,
A second coil 13b for low voltage is connected in series, and both coils are stacked and inserted into the same slot in the stator core. 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 ends are grouped together to form a high frequency side output section 10, and the respective connection points of the second coil 13b and the first coil 13a are grouped to form a 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 V DC and 60 A.

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, which will be described later.

As described above, in the present invention, it is possible to use the single voltage high frequency generator 3a or the dual voltage high frequency generator 3b as the generator 3, but which generator 3 to use depends on the standards of the automobile and the consumption. It will be set appropriately depending on the power load, 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.

The inverter section 4 connected to the above-mentioned high frequency side output section 1o receives the three-phase 100V high frequency output supplied from the generator 3 via the circuit 5 through a diode 17 as shown in FIGS. 4 and 10. This DC voltage is then converted into an AC voltage by a switching element 18 made of a transistor. Therefore, outlet 19
When the electrical device 20 is inserted into the inverter section 4, 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 unit 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 unit 4 side is The circuit 5 is inserted into the connector box 21 and used. It should be noted that the connector box 21 is desirably installed at a location where the inverter unit 4 can be easily connected but is not conspicuous, such as next to the front bumper or next to the rear seat.The controller unit 7 is also preferably installed at a location where the inverter unit 4 can be easily connected, such as next to the front bumper or next to the rear seat. It is preferable to install it on the side of the seat.

On the other hand, when integrated as a system controller, for example, if the case 16 is installed under 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. Benefits arise.

The controller section 7 described above has a voltage control mechanism 22 for the generator 3, a rotation speed control mechanism 23 for the engine 2, and an erroneous operation protection mechanism 24 therein. The voltage control mechanism 22 receives a power generation detection signal from the generator 3 and outputs a field control signal to the field coil 14 of the generator 3. Further, the control mechanism 23 receives an engine rotation speed detection signal from the ignition coil and a load current detection signal from the current sensor 6, and outputs a drive signal to the accelerator actuator 9 when the vehicle is stopped based on these two signals. The rotation of the engine 2 is controlled by adjusting the throttle lever using the accelerator actuator 9. Further, the erroneous operation protection mechanism 24 is inputted with a siter rake determination signal in the automobile and, in the case of a separate type, a connector connection detection signal from the connector box 21.
A protective drive signal and a second protective 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.
When driving, the accelerator actuator 9 is prevented from operating because the site brake is not working, or when the handbrake is released while the car is stopped and the car is in power generation state, the accelerator actuator 9 is placed in an idle link state to prevent sudden start. This is a safety signal when someone malfunctions.

Further, the above-mentioned 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 car is driven with the inverter section 4 connected to the connector box 21, for example. Note that in the case of an integrated 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 accelerator actuator 9 is operated by a drive signal from the controller section 7 to increase or decrease the rotation speed of the engine 2. As shown in FIG. 5, the accelerator pedal 25
A base member 27 is fixed above, for example, to the lower part of the tarash boat 26 with bolts or the like, and one end of a rotating rod 28 is rotatably attached to one side of the base member 27 by a shaft 29,
An accelerator actuator 9 is provided at the free end of the rotating rod 28. The rotation rod 28 includes a first member 28a and a second member 28b.
and a long hole 30 formed in the first member 28a.
The length can be adjusted to an appropriate length using the adjustment screw 31 inside, and the locking mechanism provided near the base end of the shaft allows the free end to rise and stop laterally as shown by the dotted line in Figure 5. It is possible to maintain one state and a second state in which the free end hangs above the accelerator pedal 25 as shown by a solid line. The locking mechanism may have any configuration as long as it has the above-mentioned functions.The one shown in the drawings consists of a locking pin 32 and a spring 33 that biases the locking pin 32, as shown in FIG. When the tip 32a of the relocking hinge 32 is fitted into the upper hole 34a of the base member 27 under the force of the spring 33, the pivoting rod 28 is held in the first horizontal state as shown in FIG. I can do something.

When the head 32b of the lock pin 32 is pulled in this state, the tip 32a of the lock pin 32 comes off from the hole 34a, and the rotating rod 28 becomes rotatable, and the free end of the rotating rod 28 When the lock pin 32 is sufficiently lowered, the splinter 33 forces the lock pin 32 into the lower hole 34b of the base member 27.
The rotating rod 28 is held in the second state.

The accelerator actuator 9 provided at the free end of the rotating rod 28 having the above-described configuration has an eccentric cam 37 provided on the output shaft 36 of the motor 35 with a reduction gear, and an initial position detector 38 facing the upper end of the eccentric cam 37. It becomes. This eccentric cam 37 has an approximately circular shape with unequal lengths (length and diameter) from the mounting hole attached to the output shaft 36 to the outer peripheral edge, and always stops with the shortest diameter portion facing downward (initial state). are doing. Therefore, in this initial state, the engine 2 maintains the idle link state without acting on the accelerator pedal 25. In this initial state, the initial position detector 38 is pressed by the longest frame portion of the eccentric cam 37 and sends a signal to the controller section 7.

Then, when the motor 35 is actuated by a drive signal from the controller section 7 and the eccentric cam 37 is rotated, the portion with a diameter longer than the shortest diameter is positioned below, and this presses the accelerator pedal 25, causing the engine 2 Increase the rotation speed. When the eccentric cam 37 further rotates and is positioned below the longest diameter portion, the accelerator pedal 25 is depressed most deeply. In this way, the accelerator actuator 9
7 adjusts the amount of depression of the accelerator pedal 25, thereby adjusting the rotation speed of the engine 2.

Incidentally, when the accelerator actuator 9 is not in use, the rotating rod 28 can be easily stored in the horizontal first state as shown by the dotted line in FIG. therefore,
The accelerator pedal 25 does not get in the way when the car is running when the accelerator pedal 25 is operated with the foot, and even if the eccentric cam 37 fails and the eccentric cam 37 does not return to its initial state, the accelerator pedal 25 can be operated by converting the rotating rod 28 to the first state. It's safe because there's nothing to do.

Further, when using the accelerator actuator 9, the rotation rod 28 can be rotated and set easily.

As described above, the automobile power generation mechanism 1 of the present invention mainly includes a generator 3 operated by an engine 2, an inverter section 4, a controller section 7, and an accelerator actuator 9. Or, by operating it with another person, you can select driving mode (only when the car is running), running mode (generating power while the car is running), and stationary power generation mode (generating power when the car is stationary). .

The driving mode is a normal driving state in which the car does not use AC 100V when driving, and in the case of the actual downturn shown in FIG. do. In the embodiments shown in FIGS. 2 and 3, the dual voltage high frequency generator 3b has the same function as an alternator and is used for the purpose of supplying 14 V DC to electrical components. Therefore, the idle link speed of the engine 2 can be used at 650 to 70 rpm as usual.

As shown in FIG. 12, in this driving mode system, when the engine 2 is started and the mode switch in the controller section 7 is turned on to ``driving J'', the engine speed detection signal input to the controller section 7 is activated. It detects the frequency of the ignition voltage and determines that the engine 2 is rotating, and when it confirms that the frequency is above the specified value, it supplies a field control signal to the generator 3. This action causes the engine 2 to rotate. It is possible to prevent wasteful field current from being supplied to the generator 3 even when it is not being used.

Note that if a detector capable of detecting frequency is used as the current sensor 6, the rotation 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.

With this configuration, it is possible to prevent pulse noise, which causes radio noise, from entering the vehicle interior.

When the field current is supplied to the field coil 14 of the generator 3 as described above, the generator 3 starts generating electricity, converts the alternating current to 14V direct current using the rectifier built in the generator 3, and then converts the alternating current to 14 V direct current, which is then used to charge the battery. 12, or used 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 increases and the terminal voltage of the battery 12 also increases, so when the voltage exceeds 14V, the controller section 7 detects the input power generation. The field control signal is limited by the signal. Thereby, the power generation state of the generator 3 is controlled, and when the voltage falls below 14V, the field control signal is supplied from the controller section 7 to the field coil 14 of the generator 3 again.

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

On the other hand, the traveling power generation mote generates 100 V AC while the car is running.
When using the generator as an external power source, the generator 3 in this case
It is possible to supply power from two single-axis systems: DC 100V and AC 100V. However, the idling speed of the engine 2 is slightly higher than that in the running mode, and is used at about 900 to 11,000 RP. this is,
This is because even when the engine 2 is idle, it is necessary to adjust the rotation speed of the generator 3 in order to supply stable power to the AC 100 cm side.

As shown in FIG. 13, the traveling power generation mote system starts the engine 2 and turns on the mote switch of the controller section 7 to the "traveling power generation J", and thereafter is the same as the traveling mote described above.

However, compared to a travel motor, an idle-up solenoid 8 is required to increase the rotational speed of the engine 2 when it is idling.

The operation of this idle up solenoid 8 will be explained below.

When the engine 2 is started and the mode switch of the controller section 7 is turned on to ``driving power generation'', the same operation as in the driving mode and the idle-up solenoid 8 operate.

The idle-up solenoid 8 is a part that is installed in most cars equipped with an air conditioner, and the air conditioner operates at a speed that is higher than the engine 2's normal idling speed (650~
Since sufficient performance cannot be achieved at 700 rpm), the idling speed is increased to 900 to 11,000 rpm.

Therefore, even in the running power generation mode, when the AC 100V side of the engine 2 is in use, in order to increase the idling speed of the engine 2 to some extent, the controller unit 7 supplies a drive current to the idle-up solenoid 8 to increase the idling speed. Increase the rotation speed of the engine 2 at the time.

Here, since the generator 3 has a single-axis dual power supply system as described above, it generates AC 100V power in addition to DC 14V,
Furthermore, since AC 100V power is a high frequency AC output, it cannot be used directly for household electrical equipment. Therefore, in the case of a separate type, the inverter section 4 stored in the trunk room etc. converts the current to direct current, and in the case of an integrated 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 AC 5 to 2.
Alternatively, it can be converted to 60 II z, and can be used with household electrical equipment, so that it can be connected to the outlet 19.

The capacity of the generator 3 is proportional to the input rotational 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 traveling power generation mode is determined by the engine speed during idling, which is the lowest engine speed at low speeds.

The stationary power generation mode is an AC 100 when the car is stopped.
When using V, as in the case of driving power generation mode,
The generator 3 supplies two systems of power, 14V DC and 100V AC. In this case, although it depends on the displacement of the engine and the scale of the generator, it is possible to generate a certain amount of electric power even in the idling state, and when the idle-up solenoid 8 described above is operated, more margin can be obtained. Therefore, this is sufficient to use the electrical device 20 that consumes this amount of power.

However, the engine speed is different from the driving power generation mode.
It is necessary to change it in proportion to the amount of power load used. That is, when the power load usage is large, the engine 2 is rotated at high speed, and when the power load is low, the engine 2 is rotated at low speed. When the load current detection signal from the current sensor 6 is input to the controller section 7, a drive signal is output from the rotation speed control mechanism 23 to the accelerator actuator 9, and the accelerator pedal 25 is depressed by the accelerator actuator 9, causing the engine to start. This is done by controlling the rotation of 2.

In the stationary power generation mode system, as shown in FIG. 14, when the engine 2 is started and the mode switch in the controller section 7 is set to "r stationary power generation", the function of supplying field current to the generator 3 is as described above. This is similar to the driving mode and the driving power generation mode, but when the engine rotation speed detection signal detects a frequency equal to or higher than a specified value at which it can be determined that the engine 2 is rotating, the controller unit 7 causes the accelerator actuator 9 to depress the accelerator pedal 25. A drive signal is supplied in the direction in which the accelerator wire is pulled (increasing the engine speed). Meanwhile, during this time, the controller unit 7 is constantly detecting the ignition frequency or the frequency from the generator, and the generator 3 is in a state where AC 100V can be used, that is,
When the engine speed reaches 900 to 11,000 rpm, the supply of the drive signal to the accelerator actuator 9 is stopped. In actual use, the plug of a household electric device is inserted into the outlet 19, and depending on the electrical load used, the accelerator actuator 9 is operated to pull the accelerator wire (increase the engine speed) or return the accelerator wire (decrease the engine speed). Adjust the engine speed and electrical load capacity to the optimum position.

Specifically, the controller section 7 internally constantly compares and calculates the ignition frequency, that is, the rotation speed of the engine 2, and the load current detection signal from the current sensor 6, and when the load and rotation speed are the same, the accelerator actuator 9 Stop the drive signal to. However, if the load is larger than the rotational speed, a drive signal is supplied to the accelerator actuator 9 to cause the accelerator wire to be pulled, thereby increasing the rotational speed of the engine 2. If the load is smaller than the rotation speed, the accelerator actuator 9
A drive signal for returning the accelerator wire is supplied to the accelerator actuator 9, and the rotational speed of the engine 2 is reduced.

In addition, if the key switch is accidentally turned off or the engine stalls during the stationary power generation mode, if the accelerator actuator 9 remains pressed down on the accelerator pedal 25 when restarting the engine 2, the accelerator actuator 9 may suddenly turn off immediately after starting the engine 2. Since this is dangerous, for example, the supply of the field control signal to the generator 3 is stopped and the accelerator actuator 9 is returned to its original position. These operations are
The settings can be made as appropriate based on the above description and drawings.

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. .

<Effects of the Invention> In summary, according to the present invention, two types of high-quality power sources can be obtained regardless of the condition of the automobile.
Particularly when generating electricity while the vehicle is stationary, the engine speed can be controlled by an accelerator actuator placed in front of the accelerator pedal in accordance with the power consumption load.

Even if the accelerator actuator should fail, the actuator can be removed from the accelerator pedal by rotating the rotation rod, and the actuator will not be used for driving the vehicle. Therefore, the power generation mechanism can be operated with peace of mind even in a remote location.

Further, according to the present invention, while the accelerator actuator is lowered to operate the power generation mechanism, the accelerator pedal can only be operated with the foot, so there is no possibility of accidentally driving the car while power generation is in progress. When the accelerator actuator is not in use, the accelerator actuator can be stored very easily by rotating the pivot rod, and when it is in use, it can be stored on the accelerator pedal by rotating the pivot lever. Since it can be set to 1, it is extremely easy to use and does not get in the way when driving a car.

Furthermore, the present invention allows the generator, inverter section, controller section, etc. to be extremely miniaturized and lightened, so that it can be installed in any type of automobile. Interchange 1
00V can be used extremely widely as an emergency power source during disasters such as earthquakes, fires, wind and flood damage, or for leisure purposes, and has high practical value.

[Brief explanation of the drawing]

Fig. 1 is a schematic system diagram showing a first embodiment of the present invention, Fig. 2 is a schematic system diagram showing another embodiment of the invention, and Fig. 3 is a schematic system diagram showing another embodiment of the present invention. A schematic system diagram showing an embodiment, FIG. 4 is a block diagram of the system controller shown in FIG. 3, FIG. 5 is a right side view of the accelerator actuator, and FIG. 6 is a front view of the accelerator actuator shown in FIG. 5. Fig. 7 is a left side view of the accelerator actuator, Fig. 8 is a sectional view of the lock mechanism, Fig. 9 is a schematic diagram of the generator, Fig. 1O is a schematic diagram of the inverter section, and Fig. 11 is a schematic diagram of the controller section. , FIG. 12 is an operating system diagram in running mode, FIG. 13 is an operating system diagram in running power generating mode, and FIG. 14 is an operating system diagram in stop power generating mode. In the figure, 1 is the power generation mechanism, 2 is the engine, 3 is the generator, 4 is the inverter section, 5 is the circuit, 6 is the current sensor, 7 is the controller section, 8 is the idle up solenoid, 9 is the accelerator actuator, and 25 is the An accelerator pedal, 28 a rotating rod, 32 a lock pin, and 37 an eccentric cam. Figure 7

Claims (2)

[Claims] (1) A generator driven by the engine in the car,
An inverter unit that converts the voltage generated by this generator into a commercial frequency and a controller unit that adjusts the voltage generated by the generator to a constant level are provided, and a base member located above the accelerator pedal is rotatable. An accelerator actuator having an eccentric cam is provided at the free end of a pivoting rod, and when generating electricity while the vehicle is stopped, the rotating rod is rotated to lower the accelerator actuator onto the accelerator pedal.
Electric power generated by the generator is supplied to the inverter section as an external power source, and a signal from a current sensor installed between the generator and the inverter section is supplied to the controller section as a load current signal of the inverter section. The voltage detection signal from the generator is supplied to the controller section, and the controller section supplies a control drive signal to the accelerator actuator based on the above detection signals, and the accelerator actuator receiving this control drive signal rotates the eccentric cam. A power generation mechanism for an automobile, characterized in that the accelerator pedal is pressed. (2) The rotating rod is equipped with a locking mechanism that holds the accelerator actuator in a raised state and in a lowered state on the accelerator pedal. mechanism.