JPH0826800B2 - Automotive power generation mechanism - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial field of application> The present invention relates to an accelerator actuator for controlling an accelerator petal in order to obtain power output of an engine according to load when power generation is performed with an automobile stopped. The present invention relates to a power generation mechanism for an automobile, which is vertically movable on an accelerator petal.

<Prior Art> The following is known to be used for another power source by a generator mounted on an automobile.

One of them is a method of using one generator and combining it with an external circuit. For example, JP-A-50-3634.
No. 1 and JP-A No. 503853/1990.

Although the one described in each of the above publications uses one generator, it does not generate two different voltages as the generated voltage of the generator, but instead of generating two voltages by a changeover switch or the like outside the generator. Is a structure for obtaining.

In addition, as another configuration, one in which one generator is provided in an automobile is also known, and is disclosed in, for example, JP-A-60-16.
No. 1225 and Japanese Utility Model Publication No. 56-43265.

In the above-mentioned Japanese Patent Laid-Open No. 60-161225, a motorcycle is equipped with two generators for 12V and 100V, respectively, and each is driven by a belt to obtain two voltages. Further, the structure described in Japanese Utility Model Laid-Open No. 56-43265 has a similar structure.

Further, other than the above-mentioned configuration, there is one generator in which two magnetic poles and two stator cores are independently provided, which is described in, for example, Japanese Utility Model Laid-Open No. 57-136973.

The one described in this publication is such that two combinations of a rotor and a stator are housed in one casing to form two power generation parts, and both power generation parts are driven by a common rotating shaft. Is.

<Problems to be Solved by the Invention> The generators and power generation systems described in the above publications can obtain two power sources, but both have a simple structure and two types of generator voltage can be generated at the same time. It is not possible to generate different voltages in one generator.

That is, those described in JP-A-50-36341,
The changeover switch outside the generator selectively uses the two voltages, and the changeover switch selectively takes out the voltage. Therefore, if one voltage is output, the other voltage cannot be output.

The one described in Japanese Patent Application Laid-Open No. 50-138529 has a combination of an external circuit such as a changeover switch in one generator, as described above, and two voltages cannot be taken out at the same time.

Further, in this device, not only the operation of the changeover switch and the like is complicated, but also a step-up transformer is required, and the weight is increased by this transformer. If the weight increases, it is not preferable to use it for vehicles in particular, and an electric circuit such as a protective resistance and a relay is required, and a large current flows through this protective resistance, resulting in unnecessary power consumption.

Further, a device in which the output of the engine is taken out, a hydraulic pump is operated, and a hydraulic motor drives a generator with this hydraulic pressure has low mechanical efficiency, and the entire device is heavy and large.

<Means for Solving Problems> The present invention has been proposed to solve the above-mentioned conventional drawbacks. <Examples> The present invention will be described below with reference to the examples of the drawings.

The power generation mechanism 1 of the present invention is installed in an engine room of an automobile. Basically, a power generator 3 driven by an engine 2, an inverter unit 4 electrically connected to the power generator 3, and a power generation unit The controller section 7 to which a signal from the current sensor 6 provided in the circuit 5 for electrically connecting the machine 3 and the inverter section 4 is supplied, and the idling speed of the engine 2 operated by the signal from the controller section 7. There is provided an idle-up solenoid 8 for increasing the power consumption, and an accelerator actuator 9 which is operated by a drive signal from the controller section 7 in preparation for consumption of a large amount of electric power when the vehicle is stopped.

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

When the single voltage high frequency generator 3a is used as the generator 3, the alternator is left mounted in the hood of the vehicle and the electric power generated by this alternator is supplied to the battery to generate the single voltage high frequency generator.
The power generated in 3a is supplied to the inverter unit 4 by the circuit 5.

However, when the dual voltage high frequency generator 3b is used as the generator 3, the alternator is removed from the bonnet, the circuit 5 is connected to the high frequency side output section 10 of the dual voltage high frequency generator 3b, and the direct current side output section 11 is connected. Connect to the battery 12 mounted in the bonnet.

As an example of the dual-voltage high-frequency generator 3b, a single-axis / two-power-source system, which is filed by the applicant as Japanese Patent Application No. 61-218088, can be used.

The above-mentioned dual voltage high frequency generator 3b is
As shown in the figure, a first coil 13a for high voltage and a second coil 13b for low voltage are connected in series, and both coils are stacked and inserted in the same slot in a stator core. Then, one end of the second coil 13b is set to the neutral point C of the star connection, and the other end of the second coil 13b is connected to the first point.
Of the first coil 13a are connected to one end of the first coil 13a, and the other end side of each first coil 13a is collected to form the high-frequency side output unit 10, and the second coil 13a
The connection points of b and the first coil 13a are assembled to form the DC side output unit 11. However, a diode is interposed on the DC output section 11 side to control the voltage generated from the DC output section 11 to about DC 14V, 60A.

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

As described above, according to the present invention, the single-voltage high-frequency generator 3a or the dual-voltage high-frequency generator 3b can be used as the generator 3, but which generator 3 is to be used depends on the automobile standard and the power consumption. It will be set appropriately depending on the load and the like.

As shown in FIG. 3, the inverter unit 4, the controller unit 7 and the like in the present invention, even in a separate and independent form (separate type) as shown in FIG. 1 and FIG.
It may be provided in one case 16 and integrated as a system controller.

The inverter unit 4 connected to the high-frequency side output unit 10 described above uses a diode 17 to generate a high-frequency output of three-phase 100V supplied from the generator 3 through the circuit 5 as shown in FIGS. 4 and 10. The DC voltage is converted into a DC voltage, and the DC voltage is converted into an AC voltage by the switching element 18 including a transistor. Therefore, the electrical equipment at outlet 19
When you plug in 20, the output of the inverter section 4 is
It is powered by and operates. When the external power supply is not needed, the inverter unit 4 used for the separate type is removed from the connector box 21 and stored in, for example, the trunk room of the automobile, and when the external power supply is needed, the inverter unit 4 side Use the circuit 5 by inserting it into the connector box 21. It should be noted that the connector box 21 is preferably provided at a position where it is easy to connect the inverter unit 4 but is inconspicuous, for example, next to the front bumper or next to the rear seat, and the controller unit 7 is, for example, a driver so that the driver can easily operate it. It is desirable 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 mounted under the center console box, there are advantages such as simplification of wiring, simplification of manufacturing and mounting, and separate mounting work of the connector box 21.

The controller unit 7 has the voltage control mechanism 22 of the generator 3, the control mechanism 23 of the rotation speed of the engine 2, and the erroneous operation protection mechanism 24 inside. Then, the power generation detection signal from the generator 3 is input to the voltage control mechanism 22 and the generator 3
And outputs a field control signal to the field coil 14 of. In addition, the engine speed detection signal from the ignition coil and the load current detection signal from the current sensor 6 are input to the control mechanism 23, and a drive signal is output to the accelerator actuator 9 when the vehicle is stopped based on these signals. The throttle lever is adjusted by the accelerator actuator 9 to control the rotation of the engine 2. Further, the side brake determination signal in the automobile and the connector connection detection signal from the connector box 21 in the case of the separate type are input to the erroneous operation protection mechanism 24, and the first protection drive signal and the second protection drive signal are input. And output.

When the driver erroneously operates the controller unit 7 in the vehicle stop power generation state while the vehicle is traveling, the above-mentioned first protection drive signal prevents the accelerator actuator 9 from operating because the side brake does not operate, or the vehicle stops. Then, when the side brake is released in the power generation state, the accelerator actuator 9 is set in an idling state to prevent a sudden start, and this is a safety signal when the driver has a malfunction. The above-mentioned second protection drive signal is used in the case of the separate type, for example, the connector box 21
This is an alarm signal for generating a warning sound when the vehicle runs while the inverter unit 4 is connected to. In the case of the integrated type as the 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 unit 7 to increase or decrease the rotation speed of the engine 2. As shown in Fig. 5, accelerator 25
The base member 27 above, for example, below the dashboard 26.
Is fixed by a bolt 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 is formed by superimposing a first member 28a and a second member 28b, and can be adjusted to an appropriate length by an adjusting screw 31 in an elongated hole 30 formed in the first member 28a. By the action of the lock mechanism provided near the end, the first state in which the free end is raised and stopped laterally as shown by the dotted line in FIG. 5 and the free end is suspended above the access petal 25 as shown by the solid line. The second state can be maintained. The lock mechanism may have any structure as long as it has the above-mentioned function, but the one shown in the drawing is composed of the lock pin 32 and the spring 33 for urging the lock pin 32, as shown in FIG. When the tip 32a of the lock pin 32 is fitted into the hole 34a on the upper side of the base member 27 by the biasing force of the spring 33, the turning rod 28 is held in the first lateral state as shown in FIG. be able to. Then, when the head 32b of the lock pin 32 is pulled with a finger in this state, the tip 32a of the lock pin 32 is disengaged from the hole 34a, and the rotary rod 28 becomes rotatable, and the free end of the rotary rod 28 moves. When fully lowered, the lock pin 32 is fitted into the hole 34b on the lower side of the base member 27 by the urging force of the spring 33, and the rotating rod 28
Are held in the second state.

The accelerator actuator 9 provided at the free end of the rotary rod 28 having the above-described structure is the output shaft 36 of the motor 35 with a reducer.
An eccentric cam 37 is provided at the upper end of the eccentric cam 37, and an initial position detector 38 faces the upper end of the eccentric cam 37. The eccentric cam 37 has a substantially circular shape in which the length (diameter) from the mounting hole to be mounted on the output shaft 36 to the outer peripheral edge is unequal, and is always in the state (the initial state) with the shortest diameter portion facing downward. It has stopped. Therefore, in this initial state, the accelerator 2 does not act, and the engine 2 maintains the idling state. In this initial state, the initial position detector 38 is pressed by the longest diameter portion of the eccentric cam 37 and sends a signal to the controller unit 7. Then, by the drive signal from the controller unit 7, the motor 35
When the eccentric cam 37 turns due to the operation of the eccentric cam 37, the part with a diameter longer than the shortest diameter is located at the bottom, which causes the accelerator pedal 25
Press to increase the rotation speed of the engine 2. Further eccentric cam
When 37 rotates and the portion with the longest diameter is located at the bottom, the accelerator pedal 25 is in the deepest depressed state. Like this
The accelerator actuator 9 adjusts the depression amount of the accelerator petal 25 by rotating the eccentric cam 37, and thereby adjusts the rotation speed of the engine 2.

When the accelerator actuator 9 is not used, the rotary rod 28 can be easily stored in the first lateral state as shown by the dotted line in FIG. Therefore,
Operate the accelerator petal 25 with your foot It does not interfere when the vehicle is running, and even if the eccentric cam 37 does not return to the initial state due to a failure, it will work on the accelerator petal 25 if the rotating rod 28 is converted to the first state. It is safe because there is nothing to do. Further, when the accelerator actuator 9 is used, it can be easily set only by rotating the rotating rod 28.

As described above, the automobile power generation mechanism 1 of the present invention mainly includes the generator 3, which is operated by the engine 2, the inverter unit 4, the controller unit 7, and the accelerator actuator 9, and the mode switch of the controller unit 7 is used by the driver. Or by being operated by another person, a running mode (only when the vehicle is running), a running power generation mode (power is generated at the same time as the vehicle is running), and a stopped power generation mode (power generation when the vehicle is stopped)
Can be selected.

The traveling mode is a normal traveling state in which 100 V AC is not used when the vehicle is traveling, and in the embodiment shown in FIG. 1, the battery 12 is fed by the alternator in the bonnet without using the single voltage high frequency generator 3a. In the embodiment shown in FIGS. 2 and 3, the dual voltage high frequency generator 3b has the same function as the alternator and is used for the purpose of supplying 14V DC to the electrical components.
Therefore, the idling rotation speed of the engine 2 can be used at 650 to 700 rpm as usual.

As shown in FIG. 12, this running mode system starts the engine 2 and turns on the mode switch in the controller unit 7 to "run", and the ignition speed is detected by the engine speed detection signal input to the controller unit 7. A field control signal is supplied to the generator 3 when the frequency of the voltage is detected to determine that the engine 2 is rotating, and when it is confirmed that the frequency is at or above a specified value. By this action, it is possible to prevent useless supply of field current to the generator 3 even though the engine 2 is not rotating.

If a detector capable of detecting a frequency is used as the current sensor 6, it is possible to confirm the rotational speed of the engine 2 from the signal from the current frequency detector and perform the same control as above. With this configuration, it is possible to prevent pulse noise, which causes radio noise, from entering the vehicle.

When the field current is supplied to the field coil 14 of the power generator 3 as described above, the power generator 3 starts power generation, and the rectifier built in the power generator 3 converts alternating current into direct current 14V to generate a battery. It is used to store electricity in 12 or as a power source for electrical equipment. When the rotation speed of the engine 2 increases or the load is reduced, the generated voltage of the generator 3 increases and the battery 12
Since the terminal voltage of is also increased, the controller section 7 limits the field control signal by the input power generation detection signal when it becomes 14 V or higher. As a result, the power generation state of the generator 3 is controlled, and when the voltage becomes 14 V or less, the controller unit 7 supplies the field control signal to the field coil 14 of the generator 3 again.

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

On the other hand, the traveling power generation mode is a case where AC 100V is used as an external power source while the vehicle is traveling, and in this case, the generator 3 can supply DC 100V and AC 100V power of one axis and two systems. However, the idling speed of the engine 2 is slightly higher than that in the running mode, 900 to 100
Use at about 0 RPM. This is to supply stable power to the AC 100V side even when the engine 2 is idling.
This is because it is necessary to adjust the rotation speed of the generator 3.

As shown in FIG. 13, the running power generation mode system is the same as the running mode described above after the engine 2 is started and the mode switch of the controller unit 7 is turned on to "running power generation". However, as compared with the running mode, the idle-up solenoid 8 for increasing the rotational speed when the engine 2 is idling is required.

The operation of the idle-up solenoid 8 will be described below.

When the engine 2 is started and the mode switch of the controller unit 7 is turned to "running power generation", the same operation as in the running mode and the idle-up solenoid 8 operate.

The idle-up solenoid 8 is a component that is mostly installed in automobiles equipped with an air conditioner, and the air conditioner rotates the engine 2 at a normal idling speed (650 to 7).
(00 rpm) does not show sufficient performance, so it is for increasing the idling speed from 900 to 1000 rpm.

Therefore, even in the traveling power generation mode, the engine 2
When the AC 100V side of is in use, the drive current is supplied from the controller section 7 to the idle-up solenoid 8 to increase the idling speed of the engine 2 to a certain degree, thereby increasing the idling speed of the engine 2. .

Here, since the generator 3 is a uniaxial dual power supply system as described above, AC 100V power is generated in addition to DC 14V, and AC 100V power is a high frequency AC output, so it should be used directly in household electrical equipment. I can't. Therefore, in the separate type, the inverter unit 4 stored in the trunk room or the like is converted into the direct current by the inverter unit 4 in the case 16 in the integrated system controller, and then the switching device 18 converts the commercial frequency to AC 50Hz or 60Hz. Convert it and make it usable in household electric appliances. Outlet 19
I am trying to connect with.

Since the capacity of the generator 3 is proportional to the input speed,
The output capacity is high when the vehicle is running at high speed, and conversely, the output capacity is low when running at low speed. Therefore, the output capacity in the traveling power generation mode is determined by the idling speed that is the lowest engine speed at low speed.

Power generation mode is 100V AC when the car is stopped.
In the case of using, the generator 3 supplies electric power of 14 V DC and 100 V AC, one axis and two systems, as in the traveling power generation mode. In this case, although it depends on the engine displacement and the scale of the generator, a certain amount of electric power can be generated even in the idling state, and a further margin can be provided by operating the idle-up solenoid 8. Therefore, this is sufficient to use the electrical device 20 that consumes this amount of power.

However, unlike the running power generation mode, the engine speed needs to be changed in proportion to the amount of power load used. That is, when the power load is large, the engine 2
Is rotated at a high speed, and the engine 2 is rotated at a low speed when the power load is small. This is because when a load current detection signal from the electric power sensor 6 is input to the controller unit 7, a drive signal is output from the rotation speed control mechanism 23 to the accelerator actuator 9, and the accelerator actuator 9 depresses the accelerator petal 25. This is done by controlling the rotation of 2.

As shown in FIG. 14, the stop generation mode system starts the engine 2 and turns on the mode switch in the controller section 7 to "stop generation" to supply the field current to the generator 3 as described above. Similar to the running mode and the running power generation mode, but when a frequency equal to or higher than a specified value at which the engine 2 can be determined to be rotating is detected by the engine speed detection signal, the controller unit 7 depresses the accelerator pedal 25 to the accelerator actuator 9. The drive signal is supplied in the direction of pulling the accelerator wire (direction of increasing engine speed). On the other hand, during this period, the controller unit constantly detects the ignition frequency or the frequency from the generator, and when the generator 3 can use 100 V AC, that is, when the engine speed reaches 900 to 1000 rpm, the accelerator actuator 9 is activated. The supply of the drive signal of is stopped. Actually, plug the household electric appliance into the outlet 19 and use it,
Depending on the electric load used, the accelerator actuator 9 is pulled (the engine speed is increased) or the return operation is performed (the engine speed is decreased) to set the engine speed and the electric load capacity to the optimum positions. To adjust.

Specifically, the controller unit 7 constantly internally 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 the rotation speed are the same, the accelerator actuator is used. The drive signal to 9 is stopped. However, when the load is higher than the rotational speed, the accelerator actuator 9 is supplied with a drive signal for pulling the accelerator wire to the accelerator actuator 9 to increase the rotational speed of the engine 2. When the load is smaller than the rotational speed, the accelerator actuator 9 is supplied with a drive signal for returning the accelerator wire to the accelerator actuator 9 to reduce the rotational speed of the engine 2.

If the key switch is accidentally turned off or the engine stalls in the stop power generation mode, when the accelerator actuator 9 is still depressing the accelerator petal 25 when the engine 2 is restarted, the engine 2 suddenly starts immediately after the engine 2 starts. Since the rotation speed becomes high and dangerous, for example, the supply of the field control signal to the generator 3 is stopped and the accelerator actuator 9 is returned. These actions are
It can be appropriately set according to the above description and drawings.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various modifications can be carried out within the scope of the claims.

<Effects of the Invention> In short, according to the present invention, it is possible to obtain two types of high-quality power sources regardless of the state of the vehicle. Accordingly, the rotation speed of the engine can be controlled by the accelerator actuator that faces the accelerator pedal.

Even if the accelerator actuator should fail, the actuator can be removed from the accelerator petal by rotating the rotating rod, so that it will not be used for running the automobile. Therefore, the power generation mechanism can be operated with peace of mind even in a remote place.

Further, according to the present invention, the accelerator petal cannot be operated with the foot while the accelerator actuator is being lowered to operate the power generation mechanism, so that the vehicle is not accidentally driven during power generation. If the accelerator actuator is not used, the accelerator actuator can be stored very simply by rotating the rotating rod, and when it is used, simply rotating the rotating rod allows it to be placed on the accelerator petal. Since it can be set, it is extremely easy to handle and does not interfere with driving a car.

Further, according to the present invention, the generator, the inverter unit, the controller unit, and the like can be made extremely small and lightweight, and can be mounted on any automobile. Therefore, exchange
100V can be used as an emergency power source at the time of disasters such as earthquakes, fires, storms and floods, or can be used for a wide range of purposes such as leisure purposes, which is of high practical value.

[Brief description of drawings]

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 present invention, and FIG. 3 is another schematic diagram showing an integrated inverter unit and control unit. A schematic system diagram showing an embodiment, FIG. 4 is a block diagram of a system controller shown in FIG. 3, FIG. 5 is a right side view of an accelerator actuator, and FIG. 6 is a front view of the accelerator actuator shown in FIG. FIG. 7 is a left side view of the accelerator actuator, FIG. 8 is a sectional view of a lock mechanism, FIG. 9 is a schematic view of a generator, FIG. 10 is a schematic view of an inverter section, and FIG. 11 is a schematic view of a controller section. FIG. 12 is an operation system diagram in the traveling mode, FIG. 13 is an operation system diagram in the traveling power generation mode, and FIG. 14 is an operation system diagram in the stop power generation mode. In the figure, 1 is a power generation mechanism, 2 is an engine, 3 is a generator, 4 is an inverter unit, 5 is a circuit, 6 is a current sensor, 7 is a controller unit, 8 is an idle-up solenoid, 9 is an accelerator actuator, and 25 is An accelerator petal, 28 is a rotating rod, 32 is a lock pin, and 37 is an eccentric cam.

Claims (2)

[Claims] 1. An automobile includes a generator driven by an engine, an inverter unit for converting a voltage generated by the generator into a commercial frequency, and a controller unit for adjusting the voltage generated by the generator to a constant value. An accelerator actuator having an eccentric cam is provided at the free end of a rotating rod that is rotatably attached to a base member located above the accelerator pedal, and the rotating rod is rotated to generate an accelerator when power is generated while the vehicle is stopped. The actuator is lowered onto the accelerator petal, and the power generated by the generator is supplied to the inverter unit to be used as an external power source.The signal from the current sensor provided between the generator and the inverter unit is used as the load current signal for the inverter unit. The controller section is supplied with the voltage detection signal from the generator, and the controller section supplies the voltage detection signals described above. Supplies a control drive signal to the accelerator actuator based on the signal, automotive power mechanism accelerator actuator received the control drive signal is characterized in that so as to press the accelerator pedal by rotating the eccentric cam. 2. The automobile according to claim 1, wherein the rotating rod includes a lock mechanism for holding a state where the accelerator actuator is raised and a state where the accelerator actuator is lowered on the accelerator petal. Power generation mechanism.