JP2011094832A - Power source device of refrigerating vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform an idle stop capable of continuously driving a compressor in a refrigerating vehicle. <P>SOLUTION: When the vehicle travels, a convertor supplies an output of a standard voltage 280 V to an invertor driving the compressor on the basis of an output of a generator, and when the vehicle is stopped from a traveling state at an intersection at a clock time t0, the output voltage of the convertor is gradually changed to a voltage 220 V corresponding to a battery, and a first switch SW1 is turned on to connect the battery to the invertor at a clock time t2. As the output of the convertor and the battery voltage are equal to each other, the input voltage of the invertor is not changed even if an engine is stopped thereafter, and the compressor can be stably continuously driven. When the vehicle is restarted, the first switch SW1 is turned off to disconnect the battery and the invertor, after the engine is started on the basis of a command of an engine control device and the convertor is kept in an output state, and then the output voltage of the convertor is gradually changed to the standard voltage. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a power supply device in a vehicle equipped with a freezer.

For example, in order to carry loads such as frozen foods and fresh foods, there is a freezing vehicle equipped with a freezer for storing these loads and cooling the inside of the freezer using a refrigerant compressed by a compressor.
In such a refrigerated vehicle, as a power source for a motor that drives a compressor, conventionally, an output of a generator that is driven by a vehicle engine is used during traveling, and a commercial power source is used while a vehicle that loads and unloads a vehicle I am doing so. Specifically, the generator and the commercial power source are once converted into direct current, and the motor is driven via an inverter.

Further, when the commercial power source cannot be used even when the vehicle is stopped, the battery on the vehicle is used as the power source.
For example, in the apparatus described in Japanese Patent Application Laid-Open No. 2003-14360, for example, while using the output of the generator by the engine, the output of the generator is reduced due to a low-speed rotation state including stopping of the engine due to an overload or the like. In such a case, the shortage of power is compensated from the battery so that the compressor can be driven stably.

JP 2003-14360 A

  By the way, recently, an idling stop that stops an engine at an intersection from the viewpoint of noise countermeasures and environmental protection is becoming widespread in general vehicles. If this is to be carried out even in a refrigerated vehicle, even in the device disclosed in Japanese Patent Application Laid-Open No. 2003-14360, when the engine is stopped, the output of the generator that has been driven at a normal range of rotation speed is lost. The battery does not make up for the shortage, but immediately drives the compressor with only the battery.

Here, as the priority order of the power source for driving the compressor, the generator is first, and the next is the commercial power source. Since the battery is preliminarily positioned for a relatively short time, setting an unnecessarily high voltage increases the cost and increases the size and the required installation space.
Therefore, the output voltage of the battery is usually relatively low unlike the output of the generator.
When the input voltage to the inverter is suddenly switched, an irregular phenomenon that cannot be matched with a motor having sudden voltage fluctuation or inertia occurs, and inverter control is disturbed. For this reason, it is necessary to supply power to the inverter again after switching off the power once when switching the power.

  However, if the compressor is temporarily stopped and re-driven due to power interruption repeatedly at each intersection, an oil return failure or refrigerant pressure imbalance will be caused. For this reason, it is necessary to wait for the return of oil in the compressor and the balance of pressure balance between the suction side and the discharge side of the refrigerant before re-driving, and the power supply from the generator to the battery is effectively switched within the stop time at the intersection. Since it is not possible, idling stop is not performed in the refrigerated vehicle, and the fact is that the generator continues to be driven by the engine even when the vehicle is stopped at the intersection.

  Therefore, in view of the above problems, an object of the present invention is to provide a power supply device for a refrigerated vehicle that can be idling stopped and that can reliably drive the compressor even during idling stop.

  For this reason, the present invention provides a power source for a refrigerated vehicle including an inverter that drives a compressor of a freezer, a generator that is driven by an engine, a converter that generates a DC voltage controlled from the output of the generator, and a battery. In the device, when the vehicle is running, the battery and the inverter are disconnected, and the converter supplies an output with a predetermined standard voltage to the inverter. When the vehicle stops from the running state, the converter output voltage is equivalent to the battery. After gradually changing the voltage to the voltage, connect the battery to the inverter. When the vehicle restarts, shut off the battery and the inverter while the converter output voltage is the battery equivalent voltage. It was supposed to change gradually.

  When the vehicle stops, the converter output is changed to the battery equivalent voltage and then switched to the battery connection, so that the input voltage of the inverter is not affected, and therefore the compressor can be operated without shutting off the power supply to the inverter. It is possible to stop idling at the intersection while driving continuously.

  Furthermore, since the compressor drive power supply can be switched from the generator to the battery once and then switched to the commercial power supply, a vehicle stopped at a predetermined position, for example, when loading or unloading, generates the compressor drive power supply. The engine can be stopped before switching from the compressor to the commercial power source, and when the vehicle is started, the commercial power source can be shut off before the engine is driven while the compressor is continuously driven.

  As a result, it is possible to contribute to improvement of fuel consumption and environmental protection, and to maintain the cooling of the freezer.

  In addition, the driver used to return to the driver's seat after connecting the commercial power supply and stopped the engine before loading and unloading. However, it was not necessary to return to the driver's seat to stop the engine, After starting the engine from the driver's seat, the commercial power supply was disconnected and returned to the driver's seat again. However, it is not necessary to start the engine from the driver's seat in advance, so disconnect the commercial power supply. It is only necessary to move to the driver's seat, and the driver's convenience is improved.

1 is a system configuration diagram illustrating a power supply device for a refrigerated vehicle according to a first embodiment. It is a flowchart which shows the flow of the drive power supply switching control concerning the power supply device of the refrigeration vehicle of a 1st Example, and an idling stop. It is a time chart which shows the change in the idling stop concerning the power supply device of the refrigeration vehicle of a 1st Example. It is a system block diagram which shows the power supply device of the refrigeration vehicle of a 2nd Example. It is a flowchart which shows the flow of the drive power supply switching control concerning an idling stop concerning the power supply device of the refrigeration vehicle of a 2nd Example. It is a time chart which shows the change in the idling stop concerning the power supply apparatus of the refrigeration vehicle of a 2nd Example. It is a system block diagram which shows the power supply device of the refrigeration vehicle of a 3rd Example. It is a flowchart which shows the flow of the drive power supply switching control concerning the power supply device of the refrigeration vehicle of 3rd Example concerning an idling stop. It is a time chart which shows the change in the idling stop regarding the power supply device of the refrigeration vehicle of a 3rd Example. It is a system block diagram which shows the power supply device of the refrigeration vehicle of a 4th Example. It is a flowchart which concerns on the power supply device of the refrigeration vehicle of a 4th Example, and shows the flow of the drive power supply switching control concerning an idling stop. It is a time chart which shows the change in the idling stop concerning the power supply apparatus of the refrigeration vehicle of a 4th Example. It is a system block diagram which shows the power supply device of the refrigeration vehicle of a 5th Example. It is a flowchart which shows the flow of the drive power supply switching control concerning the power supply device of the refrigeration vehicle of 5th Example concerning an idling stop. It is a time chart which shows the change in the idling stop concerning the power supply device of the refrigeration vehicle of a 5th Example.

  Hereinafter, embodiments of the present invention will be described by way of examples.

FIG. 1 shows a system configuration of a power supply apparatus according to the first embodiment.
The power supply device 10A includes a generator and a battery as an in-vehicle power supply, and uses a commercial power supply as an external power supply.
First, as a generator system, a vehicle-mounted generator 11 driven by an engine 28 is connected to a converter 18 via a second switch SW2 and a rectifier 12 sequentially.
Although not shown in particular, pulleys provided between the engine 28 and the generator 11 are connected by belt hooks, and the generator 11 is turned on by turning on an electromagnetic clutch attached to the generator 11 for connecting and disconnecting the pulley. Driven by rotation.
Further, as a commercial power system, the commercial power supply 13 is connected to the converter 18 via the fourth switch SW4 and the rectifier 14 sequentially.
The converter 18 is connected to an inverter 19 that drives a motor M of the compressor 20 (hereinafter simply referred to as “compressor” including the motor).

A battery 15 is connected to a connection line between the converter 18 and the inverter 19 at a point A via the first switch SW1. A charging circuit 21 is provided between the connection line and the battery 15 in parallel with the first switch SW1.
A control unit 25a for controlling the first switch SW1 and the converter 18 is provided, and a second switch SW2 and a fourth switch SW4 are connected to the control unit 25a.
Furthermore, the control unit 25a is connected to the engine control device 27a.

From the generator 11, a DC voltage of a maximum of 750 V is input to the converter 18 through the rectifier 12 depending on the rotational speed of the engine 28 while the vehicle is running.
From the commercial power supply 13, the three-phase 200 V is converted into a DC voltage of, for example, 283 V by the rectifier 14 and input to the converter 18.
The output voltage of the converter 18 is variable, and the control unit 25a receives power from the generator system while the vehicle is running as the initial setting of the control program, or power from the commercial power system when the vehicle is stopped. During the input, the input is controlled to be converted into the standard voltage 280V and output.

The rated voltage of the battery 15 is 220 V, which is lower than the standard voltage of the converter 18, and the battery 15 is charged through the charging circuit 21 by the output of the converter 18 during traveling.
Even when the engine is stopped due to idling stop, operating power is supplied to the control unit 25a, the converter 18, the inverter 19 and the like by turning on an ignition switch (not shown).

  The control unit 25a performs drive power source switching control of the compressor 20 based on a command from the engine control device 27a by a control program.

FIG. 2 is a flowchart showing the flow of drive power supply switching control.
Here, it is assumed that the vehicle is running as an initial state, the second switch SW2 is ON, the converter output is the standard voltage (280V), and the first switch SW1 is OFF. Of course, the fourth switch SW4 is also OFF.
First, at step 100, the control unit 25a checks whether an idle stop preparation command is received from the engine control device 27a.
Step 100 is repeated while the idle stop preparation command is not received, and when the idle stop preparation command is received, the routine proceeds to step 101.

In step 101, converter 18 starts reducing the output toward the battery voltage equivalent value set to, for example, rated voltage 220V of battery 15. The output reduction speed of the converter 18 is set such that the elapsed time from the standard voltage to the battery voltage equivalent value is, for example, 1 s (seconds).
In step 102, the control unit 25a checks whether or not the output of the converter 18 has dropped to a battery voltage equivalent value (220V).
While the output of the converter 18 does not reach the battery voltage equivalent value, step 102 is repeated. When the output reaches the battery voltage equivalent value, the process proceeds to step 103.

In step 103, control unit 25a causes converter 18 to stop the output reduction and maintain the battery voltage equivalent value (220V). Thereafter, the controller 25a turns on the first switch SW1 in step 104, turns off the second switch SW2 in step 105, and outputs a signal indicating completion of idle stop preparation to the engine control device 27a in step 106.
Accordingly, the engine control device 27a stops the engine 28. Since the second switch SW2 is turned off, the output of the converter 18 is also stopped. However, since the first switch SW1 is turned on, the inverter 19 is supplied with power from the battery 15.

In step 107, the control unit 25a checks whether or not an idle stop cancellation command is received from the engine control device 27a.
Step 107 is repeated while the idle stop cancellation command is not received, and when the idle stop cancellation command is received, the routine proceeds to step 108.
Here, the engine control device 27a restarts the engine simultaneously with outputting the idle stop cancellation command.
In step 108, the controller 25a turns on the electromagnetic clutch attached to the generator 11, thereby driving the generator 11 and starting output. The output of the generator 11 increases as the rotational speed of the engine 28 increases.

In step 109, it is checked whether or not the rotational speed of the engine 28 has reached the rotational speed at which the battery voltage equivalent value (220V) can be output.
When step 109 is repeated and the rotational speed of the battery voltage equivalent value is reached, the output of converter 18 has been set to the battery voltage equivalent value (220 V) in the previous step 103, and thus has increased with the engine rotational speed. The output of converter 18 stops increasing.
After stopping the increase in the converter output, in step 110, the control unit 25a turns on the second switch SW2, and in step 111, turns off the first switch SW1.

As a result, the power supply from the battery 15 is interrupted, but 220 V from the converter 18 is supplied to the inverter 19.
Thereafter, in step 112, control unit 25a commands converter 18 to start increasing the converter output, and in response to this, converter 18 starts increasing its output toward 280V. The output increase speed of the converter 18 is set to be equal to the output decrease speed.

In step 113, the control unit 25a checks whether the output of the converter 18 has increased to the standard voltage (280V).
While the output of the converter 18 does not reach the standard voltage, step 113 is repeated, and when the standard voltage is reached, the process proceeds to step 114.
In step 114, the control unit 25a stops the output increase of the converter 18, and ends the power source switching control in one idling stop.
Thereafter, the output of the converter 18 is maintained at the standard voltage, and the process returns to Step 100.

FIG. 3 is a time chart showing changes when a command for idling stop is output from the engine control device 27a to the control unit 25a in the above control.
While the vehicle is running, the engine 28 is rotating and the generator 11 is outputting (ON).
When the vehicle stops at the intersection and an idle stop preparation command is output from engine control device 27a to control unit 25a at time t0, converter 18 starts reducing the output from 280V.
The output of converter 18 that gradually decreases and reaches 220V at time t1 is then held at 220V.
During this time, since the output of the converter 18 is gradually changing, no irregular phenomenon occurs in the motor control of the inverter 19.

Thereafter, at time t2, the first switch SW1 is turned ON, and the 220V battery 15 is also connected to the inverter 19.
Thereafter, at time t3, the second switch SW2 is turned off, and only the electric power from the battery 15 is supplied to the inverter 19.
At the same time, an idle stop preparation completion signal is output from the control unit 25a to the engine control device 27a, and the engine control device 27a stops the engine 28.
At time t <b> 2, both converter 18 and battery 15 are connected to inverter 19, but since both output voltages are the same, inverter 19 is not affected. Even when the supply to the inverter 19 is switched from the battery 15 only at the time t3, the voltage before and after that is the same, and therefore the inverter 19 is not affected.

The signal at the intersection changes, and the engine control device 27a starts the engine 28 at time t4 for restart. At time t5, the rotational speed of the engine 28 reaches the rotational speed at which the converter 18 can output the battery voltage equivalent value (220V), the second switch SW2 is turned on, the converter 18 returns to the 220V output state, and the battery voltage equivalent value ( 220V).
Thereafter, at time t6, the first switch SW1 is turned off. Since the converter 18 is already in the output state, even if the power supply from the battery 15 is cut off, the power supply to the inverter 19 is not interrupted. Since the voltage from the battery 15 to the output of the converter 18 is the same, the inverter 19 is not affected.

Thereafter, at time t7, control unit 25a commands the start of increasing the converter output, and converter 18 starts increasing the output.
After time t8 when the output reaches 280V, the output of the converter 18 is held at the standard voltage of 280V.

As described above, when the idle stop preparation command is output from the engine control device 27a to the control unit 25a, the idling stop is executed when the vehicle stops for a short time at an intersection or the like, and the engine 28 is stopped. In addition, the compressor is continuously driven by the electric power from the battery 15, and cooling of the freezer is ensured.
On the other hand, when the idle stop preparation command is not output from the engine control device 27a to the control unit 25a, the idling stop is not executed and the output of the converter 18 is held at the standard voltage. Therefore, when the ignition switch is turned off after turning on the fourth switch SW4 where commercial power can be supplied, such as at the place of loading and unloading, the input to the converter 18 is switched from the generator to the commercial power, and the converter 18 The compressor is smoothly driven continuously without any change in the standard voltage output state.

In the above-described control, when the vehicle arrives at the loading / unloading place and stops and the engine control device 27a outputs an idle stop preparation command to the control unit 25a, the idling stop is executed in the same manner as at the intersection. The power source of the inverter is switched from the generator to the battery.
In this case, after the commercial power supply is connected and the fourth switch SW4 is turned ON, when the output of the converter reaches the battery voltage equivalent value (220V), the control program after step 111 in the flowchart is executed to execute the control of the inverter. The power is switched from battery to commercial power.

1st Example is comprised as mentioned above, the inverter which drives the compressor of a freezer, the generator driven by an engine, the converter which produces | generates the direct-current voltage controlled from the output of the generator, a battery, And a controller that switches and supplies the converter output and the battery output to the inverter. The controller shuts off the battery and the inverter while the vehicle is running, and sets the converter output voltage to the standard voltage to output the converter. When the vehicle stops from the running state, the converter output voltage is gradually changed to the battery equivalent voltage and then the battery is connected to the inverter. After shutting off the battery and inverter in the equivalent voltage state, convert the converter output voltage to the standard voltage. Therefore, even if the output of the converter is lost and only the battery is switched to the inverter after the vehicle stops, the converter output and the battery voltage are equivalent before that. The input voltage of the inverter does not change. Therefore, the compressor can be continuously driven without temporarily shutting off the power supply to the inverter.
Therefore, since the compressor can be continuously driven by the battery instead of the generator, it is possible to realize the idling stop that stops the engine at the intersection without causing any inconvenience, which contributes to improvement of fuel consumption and environmental protection. And the effect that the cooling of the freezer can be maintained is obtained.

  That is, when the vehicle is stopped from the running state, the engine is stopped after connecting the battery to the inverter, and when the idle stop release command is output from the engine control device 27a, the generator is first set to the output state, then the battery By shutting off between the inverter and the inverter, it is possible to stop and restart the engine while continuously driving the compressor while stopped.

In particular, since the battery equivalent voltage is lower than the standard voltage output by the converter while the vehicle is running, it is possible to reduce the size of the battery and reduce the cost as long as the compressor can be driven during the idling stop time at the intersection. .
In addition, since the battery voltage is lower than the standard voltage during traveling, the battery is charged by the converter output during traveling by providing a charging device, so that the compressor drive power can be secured stably when the vehicle is stopped. Is done.

  In the first embodiment, the output reduction rate of the converter 18 is assumed to be 1 s from the standard voltage to the battery voltage equivalent value. However, this is an example, and the standard voltage and the battery voltage equivalent value are shown. Alternatively, it can be appropriately set according to the characteristics of the input voltage change of the inverter. Further, the increase speed at which the output of the converter 18 is returned to the standard voltage need not be the same as the output reduction speed, and may be set to a different speed.

Further, in the control flow, after the output reduction of the converter 18 is stopped in Step 103, the time is shifted (time t1-t2), and the first switch SW1 is turned on in Step 104.
Similarly, after turning off the first switch SW1 in step 111, the time is shifted (time t6-t7), and a command to start increasing the converter output is issued in step 112.
On the other hand, in steps 105 and 106, the second switch SW2 is turned off and an idle stop preparation completion signal is output. However, a predetermined time is not set between the second switch SW2 OFF and the idle stop preparation completion signal output. May be provided.

  Next, a second embodiment of the present invention will be described. Since this embodiment is different from the first embodiment in the control unit 25b, the engine control device 27b, and the third switch SW3, description of other common parts is omitted.

FIG. 4 is a diagram showing a system configuration of the power supply apparatus 10B.
A third switch SW 3 is provided between the converter 18 and the point A where the battery 15 is connected to the connection line between the converter 18 and the inverter 19 via the first switch SW 1.

FIG. 5 is a flowchart showing the flow of drive power supply switching control.
Up to step 205, the same control as in steps 100 to 105 of FIG. 2 in the first embodiment is performed.
At the same time as turning off the second switch SW2 in step 205, the third switch SW3 is turned off in step 206, and in step 207, a signal indicating completion of idle stop preparation is output to the engine control device 27b.
As a result, the engine control device 27b stops the engine 28.

In step 208, the control unit 25b checks whether or not an idle stop release command is received from the engine control device 27b.
Step 208 is repeated while the idle stop cancellation command is not received, and when the idle stop cancellation command is received, the routine proceeds to step 209.
In step 209, the control unit 25b turns on the second switch SW2, and in step 210 outputs a stop release preparation completion signal to the engine control device 27b.
The engine control device 27b restarts the engine 28 in response to a stop release preparation completion signal.
In step 211, the output of the generator 11 is started by turning on the electromagnetic clutch. The output of the generator 11 increases as the rotational speed of the engine 28 increases.

In step 212, it is checked whether the output of the converter 18 has reached a battery voltage equivalent value (220V).
When step 212 is repeated and the rotational speed of the battery voltage equivalent value is reached, the output of converter 18 is set to the battery voltage equivalent value (220 V) in the previous step 203, and thus the output increase is stopped.
After stopping the increase in the converter output, in step 213, the control unit 25b turns on the third switch SW3, and in step 214 turns off the first switch SW1.
As a result, the power supply from the battery 15 is interrupted, but 220 V from the converter 18 is supplied to the inverter 19.

  Since the second switch SW2 is turned on in step 209, the voltage of the connection line connecting the third switch SW3 and the converter 18 is set to the same voltage as that of the battery 15 until the third switch SW3 is turned on in step 213. Since it can be adjusted, voltage fluctuation when the third switch SW3 is turned on can be suppressed.

  After step 214, the same control as that after step 111 in the first embodiment is performed, the output of the converter 18 is maintained at the standard voltage, and the process returns to step 200.

FIG. 6 is a time chart showing changes when a command for idling stop is output from the engine control device 27b to the control unit 25b in the above control.
Up to time t2, the same change as that shown in FIG. 3 in the first embodiment is shown.

After the first switch SW1 is turned on at time t2, the second switch SW2 and the third switch SW3 are turned off at time t3, and only the power from the battery 15 is supplied to the inverter 19. At the same time, an idle stop preparation completion signal is output to the engine control device 27b, and the engine control device 27b stops the engine 28.
At time t3, the supply to the inverter 19 is switched to only the battery 15, but the voltage before and after that is the same, so the inverter 19 is not affected.

  At the time of restart, when the engine control device 27b outputs an idle stop release command to the control unit 25b at time t4, the second switch SW2 is turned ON, and when the stop release preparation completion signal is returned, the engine control device 27b 28 is started and converter 18 resumes output.

At time t5, converter 18 returns to the 220V output state.
Thereafter, the third switch SW3 is turned on at time t6, and the first switch SW1 is turned off at time t7.
Since the converter 18 is already in the output state, even if the power supply from the battery 15 is cut off, the power supply to the inverter 19 is not interrupted. And battery 1
Switching from 5 to the output of the converter 18 also has the same voltage and therefore does not affect the inverter 19.

Thereafter, at time t8, the converter output increase start is output, and converter 18 starts increasing the output.
After time t9 when the output reaches 280V, the output of the converter 18 is held at the standard voltage of 280V.

Other configurations are the same as those of the first embodiment.
This embodiment also has the same effect as the first embodiment.

  In the second embodiment, the output reduction rate of the converter 18 is assumed to be 1 s from the standard voltage to the battery voltage equivalent value. However, this is an example, and the standard voltage and the battery voltage equivalent value are shown. Alternatively, it can be appropriately set according to the characteristics of the input voltage change of the inverter. Further, the increase speed at which the output of the converter 18 is returned to the standard voltage need not be the same as the output reduction speed, and may be set to a different speed.

Further, in the control flow, after the output reduction of the converter 18 is stopped in step 203, the time is shifted (time t1-t2), and the first switch SW1 is turned on in step 204.
Similarly, after the first switch SW1 is turned OFF in step 214, the time is shifted (time t7-t8), and the converter output increase start is output in step 215.
On the other hand, in Steps 205, 206, and 207, the second switch SW2 and the third switch SW3 are turned off and an idle stop preparation completion signal is output, but the second switch SW2 is turned off and the third switch is turned off simultaneously. A predetermined time may be provided between the SW3 OFF and the idle stop preparation completion signal output.

  Next, a third embodiment of the present invention will be described. Since this embodiment is different from the first embodiment in the voltage detector 24, the control unit 25c, and the engine control device 27c, the description of other common parts is omitted.

FIG. 7 is a diagram showing a system configuration of the power supply apparatus 10C.
A voltage detector 24 is connected to a connecting line between the generator 11 and the second switch SW2.

FIG. 8 is a flowchart showing the flow of drive power supply switching control.
Up to step 308, the same control as in steps 101 to 108 in FIG. 2 in the first embodiment is performed.
When the output of the generator 11 is started in step 308 and the output of the generator 11 increases as the rotational speed of the engine 28 increases, the output voltage of the generator 11 is determined based on the detection of the voltage detector 24 in step 309. Check whether (generator voltage) has reached the battery voltage equivalent.
When step 309 is repeated and the generator voltage reaches the battery voltage equivalent value, the output of converter 18 is set to the battery voltage equivalent value (220 V) in the previous step 303, and therefore increases with the engine speed. The output of the converter 18 stops increasing.

After stopping the increase in the converter output, in step 310, the control unit 25c turns on the second switch SW2, and in step 311 turns off the first switch SW1.
As a result, the power supply from the battery 15 is interrupted, but 220 V from the converter 18 is supplied to the inverter 19.

  Since the voltage detector 24 is connected to the connecting line between the generator 11 and the second switch SW2, the generator output can be detected.

  After step 310, the same control as that after step 110 in the first embodiment is performed, the output of the converter 18 is maintained at the standard voltage, and the process returns to step 300.

FIG. 9 is a time chart showing changes when a command for idling stop is output from the engine control device 27c to the control unit 25c in the above control.
The time chart shows the same changes as in FIG. 3 in the first embodiment.
Other configurations are the same as those of the first embodiment.
This embodiment also has the same effect as the first embodiment.

  In the third embodiment, the output reduction speed of the converter 18 is assumed to be 1 s from the standard voltage to the battery voltage equivalent value. However, this is an example, and the standard voltage and the battery voltage equivalent value are shown. Alternatively, it can be appropriately set according to the characteristics of the input voltage change of the inverter. Further, the increase speed at which the output of the converter 18 is returned to the standard voltage need not be the same as the output reduction speed, and may be set to a different speed.

In the control flow, after the output reduction of the converter 18 is stopped in step 303, the time is shifted (time t1-t2), and the first switch SW1 is turned on in step 304.
Similarly, after turning off the first switch SW1 in step 311, the time is shifted (time t6-t7), and the converter output increase start is output in step 312.
On the other hand, in Steps 305 and 306, the second switch SW2 is turned OFF and the idle stop preparation completion is output. However, a predetermined time is provided between the OFF of the second switch SW2 and the idle stop preparation completion, not simultaneously. Also good.

  Next, a fourth embodiment of the present invention will be described. Since this embodiment is different from the first embodiment in the control unit 25d, the engine control device 27d, and the third switch SW3, description of other common parts is omitted.

FIG. 10 is a diagram showing a system configuration of the power supply apparatus 10D.
A third switch SW 3 is provided between the converter 18 and the point A where the battery 15 is connected to the connection line between the converter 18 and the inverter 19 via the first switch SW 1.

FIG. 11 is a flowchart showing the flow of drive power supply switching control.
Up to step 405, the same control as in steps 100 to 105 of FIG. 2 in the first embodiment is performed.
However, in this embodiment, the engine control device 27d stops the engine 28 when a preset time has elapsed after outputting the idle stop preparation command to the control unit 25d.
At the same time as turning off the second switch SW2 in step 405, the third switch SW3 is turned off in step 406.
The preset time is set to be longer than the time until the third switch SW3 is turned off.

In step 407, the control unit 25d checks whether an idle stop cancellation command is received from the engine control device 27d.
Step 407 is repeated while the idle stop release command is not received, and when the idle stop release command is received, the process proceeds to step 408 to turn on the second switch SW2.
The engine control device 27d outputs an idle stop release command to the control unit 25d and starts the engine 28.

  In step 409, the output of the generator 11 is started by turning on the electromagnetic clutch. The output of the generator 11 increases as the rotational speed of the engine 28 increases.

In step 410, it is checked whether or not the output of the converter 18 has reached a value corresponding to the battery voltage.
When step 410 is repeated and the output of converter 18 reaches the battery voltage equivalent value, the output of converter 18 is set to the battery voltage equivalent value (220 V) in the previous step 403, and therefore increases with the engine speed. The output of the converter 18 thus stopped stops increasing.

After stopping the increase in the converter output, in step 411, the third switch SW3 is turned on, and in step 412, the first switch SW1 is turned off.
As a result, the power supply from the battery 15 is interrupted, but 220 V from the converter 18 is supplied to the inverter 19.

  Since the second switch SW2 is turned on in step 408, the voltage of the connection line connecting the third switch SW3 and the converter 18 is adjusted to the same voltage as the battery 15 until the third switch SW3 is turned on in step 411. Therefore, voltage fluctuation when the third switch SW3 is turned on can be suppressed.

  After step 412, the same control as that after step 111 in the first embodiment is performed, the output of the converter 18 is maintained at the standard voltage, and the process returns to step 400.

FIG. 12 is a time chart showing changes when a command for idling stop is output from the engine control device 27d to the control unit 25d in the above control.
Until time t2, the same change as in FIG. 3 in the first embodiment is shown.

After the first switch SW1 is turned on at time t2, the second switch SW2 and the third switch SW3 are turned off at time t3, and only the power from the battery 15 is supplied to the inverter 19.
When a preset time (time t0-t4) has elapsed, the engine control device 27d stops the engine 28.
At time t3, the supply to the inverter 19 is switched to only the battery 15, but the voltage before and after that is the same, so the inverter 19 is not affected.

  At time t5, the engine control device 27d starts the engine 28 and outputs an idle stop release command to the control unit 25d, so that the second switch SW2 is turned on and the converter 18 resumes output.

At time t6, the output of converter 18 reaches the battery voltage equivalent value (220V), and converter 18 returns to the 220V output state.
Thereafter, the third switch SW3 is turned on at time t7, and the first switch SW1 is turned off at time t8.
Since the converter 18 is already in the output state, even if the power supply from the battery 15 is cut off, the power supply to the inverter 19 is not interrupted. Since the voltage from the battery 15 to the output of the converter 18 is the same, the inverter 19 is not affected.

Thereafter, at time t9, a converter output increase start is output, and converter 18 starts increasing the output.
After time t10 when the output reaches 280V, the output of the converter 18 is held at the standard voltage of 280V.

Other configurations are the same as those of the first embodiment.
This embodiment also has the same effect as the first embodiment, and compared with the first to third embodiments, the engine control device 27d is ready for idling stop from the control unit to stop the engine. Therefore, it is not necessary to take a signal of the stop release preparation completion for restart and to make a judgment process, so it is possible to easily add a power supply device to a truck or the like without changing the engine control device. It has the advantage of being able to.

  In the fourth embodiment, the output reduction speed of the converter 18 is assumed to be 1 s from the standard voltage to the battery voltage equivalent value. However, this is an example, and the standard voltage and the battery voltage equivalent value are shown. Alternatively, it can be appropriately set according to the characteristics of the input voltage change of the inverter. Further, the increase speed at which the output of the converter 18 is returned to the standard voltage need not be the same as the output reduction speed, and may be set to a different speed.

In the control flow, after the output reduction of the converter 18 is stopped in step 403, the time is shifted (time t1-t2), and the first switch SW1 is turned on in step 404.
Similarly, after the first switch SW1 is turned OFF in step 412, the time is shifted (time t8-t9), and the converter output increase start is output in step 413.
On the other hand, in steps 405 and 406, the second switch SW2 and the third switch SW3 are turned off. However, a predetermined time is provided between the second switch SW2 and the third switch SW3, not simultaneously. Also good.

  Next, a fifth embodiment of the present invention will be described. Since this embodiment is different from the first embodiment in the voltage detector 24, the control unit 25e, and the engine control device 27e, the description of other common parts is omitted.

FIG. 13 is a diagram showing a system configuration of the power supply apparatus 10E.
A voltage detector 24 is connected to a connecting line between the generator 11 and the second switch SW2.

FIG. 14 is a flowchart showing the flow of drive power supply switching control.
Up to step 505, the same control as in steps 100 to 105 of FIG. 2 in the first embodiment is performed.
In step 505, the second switch SW2 is turned OFF.
The engine control device 27e stops the engine 28 when a preset time has elapsed after outputting the idle stop preparation command to the control unit 25e.
The preset time is set to be longer than the time until the second switch SW2 is turned off.

In step 506, the control unit 25e checks whether an idle stop cancellation command is received from the engine control device 27e.
Step 506 is repeated while the idle stop cancel command is not received, and when the idle stop cancel command is received, the process proceeds to step 507.
The engine control device 27e outputs an idle stop cancellation command to the control unit 25e and starts the engine 28.

In step 507, the output of the generator 11 is started by turning on the electromagnetic clutch. The output of the generator 11 increases as the rotational speed of the engine 28 increases.
In step 508, it is checked whether the generator voltage detected by the voltage detector 24 has reached the battery voltage equivalent value.
When step 508 is repeated and the generator voltage reaches the battery voltage equivalent value, the output of converter 18 is set to the battery voltage equivalent value (220 V) in the previous step 503, and therefore increases with the engine speed. The output of the converter 18 stops increasing.

After stopping the increase in the converter output, the control unit 25e turns on the second switch SW2 in Step 509 and turns off the first switch SW1 in Step 510.
As a result, the power supply from the battery 15 is interrupted, but 220 V from the converter 18 is supplied to the inverter 19.

  Since the voltage detector 24 is connected to the connecting line between the generator 11 and the second switch SW2, the generator output can be detected.

  After step 509, the same control as step 110 in the first embodiment is performed, the output of the converter 18 is maintained at the standard voltage, and the process returns to step 500.

FIG. 15 is a time chart showing changes when a command for idling stop is output from the engine control device 27e to the control unit 25e in the above control.
Until time t2, the same change as in FIG. 3 in the first embodiment is shown.

After the first switch SW1 is turned on at time t2, the second switch SW2 is turned off at time t3, and only the electric power from the battery 15 is supplied to the inverter 19.
When a preset time (time t0-t4) has elapsed, the engine control device 27e stops the engine 28.
At time t3, the supply to the inverter 19 is switched to only the battery 15, but the voltage before and after that is the same, so the inverter 19 is not affected.

  At time t5, the engine control device 27e starts the engine 28 and outputs an idle stop cancellation command to the control unit 25e.

When the engine 28 is started, the generator 11 is re-driven, and at time t6, the voltage of the generator 11 reaches a voltage at which the battery voltage equivalent value (220V) can be output from the converter 18, and the second switch SW2 is turned on. Thus, the converter 18 returns to the 220V output state.
Thereafter, the first switch SW1 is turned OFF at time t7.
Since the converter 18 is already in the output state, even if the power supply from the battery 15 is cut off, the power supply to the inverter 19 is not interrupted. Since the voltage from the battery 15 to the output of the converter 18 is the same, the inverter 19 is not affected.

Thereafter, at time t8, the converter output increase start is output, and converter 18 starts increasing the output.
After time t9 when the output reaches 280V, the output of the converter 18 is held at the standard voltage of 280V.

Other configurations are the same as those of the first embodiment.
This embodiment also has the same effect as the first embodiment, and compared with the first to third embodiments, the engine control device 27e is ready for idling stop from the control unit to stop the engine. Therefore, it is not necessary to take a signal of the stop release preparation completion for restart and to make a judgment process, so it is possible to easily add a power supply device to a truck or the like without changing the engine control device. It has the advantage of being able to.

  In the fifth embodiment, the output reduction rate of the converter 18 is assumed to be 1 s from the standard voltage to the battery voltage equivalent value. However, this is only an example, and the standard voltage and battery voltage equivalent value, or It can be appropriately set according to the characteristics of the inverter with respect to the input voltage change. Further, the increase speed at which the output of the converter 18 is returned to the standard voltage need not be the same as the output reduction speed, and may be set to a different speed.

In the control flow, after the output reduction of the converter 18 is stopped in step 503, the time is shifted (time t1-t2), and the first switch SW1 is turned on in step 504.
Similarly, after turning off the first switch SW1 in step 510, the time is shifted (time t7-t8), and the converter output increase start is output in step 511.

  The present invention is effective for realizing an idling stop when applied to a freezer vehicle equipped with a freezer equipped with a compressor.

10A, 10B, 10C, 10D, 10E Power supply device 11 Generator 12, 14 Rectifier 13 Commercial power supply 15 Battery 18 Converter 19 Inverter 20 Compressor 21 Charging circuit 24 Voltage detector 25a, 25b, 25c, 25d, 25e Control unit 27a, 27b, 27c, 27d, 27e Engine control device 28 Engine M Motor SW1 1st switch SW2 2nd switch SW3 3rd switch SW4 4th switch

Claims (11)

An inverter that drives a compressor of a freezer mounted on a vehicle, a generator driven by an engine, a converter that generates a DC voltage controlled from the output of the generator, a battery, an output of the converter, and A controller that switches and supplies the output to the inverter,
The controller is
While the vehicle is running, the battery and the inverter are disconnected, the converter output voltage is set to a predetermined standard voltage, and the converter output is supplied to the inverter.
When the vehicle stops from the running state, gradually change the output voltage of the converter to the battery equivalent voltage, then connect the battery to the inverter,
A power supply device for a refrigerated vehicle, wherein the converter output voltage is gradually changed to a standard voltage after the battery and the inverter are disconnected while the converter output voltage is a battery equivalent voltage when the vehicle restarts. An inverter that drives a compressor of a freezer mounted on a vehicle, a generator driven by an engine, a converter that generates a DC voltage controlled from the output of the generator, a battery, an output of the converter, and A controller that switches and supplies the output to the inverter,
A first switch is provided between the battery and the inverter, and a second switch is provided between the generator and the converter.
The control unit is connected to an engine control device that controls the engine,
The controller is
While the vehicle is running, the first switch is turned off and the second switch is kept on, the converter output voltage is set to a predetermined standard voltage, and the converter output is supplied to the inverter.
When an idle stop preparation command is received from the engine control device, the output voltage of the converter is gradually changed to the battery equivalent voltage, and then the first switch is turned on and the second switch is turned off.
When the vehicle re-starts, the second switch is turned on in a state where the engine speed is a value corresponding to the battery equivalent voltage, then the first switch is turned off, and then the output voltage of the converter is gradually reduced to the standard voltage. A power supply device for a refrigerated vehicle, characterized by being changed. An inverter that drives a compressor of a freezer mounted on a vehicle, a generator driven by an engine, a converter that generates a DC voltage controlled from the output of the generator, a battery, an output of the converter, and A controller that switches and supplies the output to the inverter,
A first switch is provided between the battery and the inverter, a second switch is provided between the generator and the converter, and a third switch is provided between the converter and the inverter.
The control unit is connected to an engine control device that controls the engine,
The controller is
While the vehicle is running, the first switch is turned off, the second switch is turned on, the third switch is turned on, the converter output voltage is set to a predetermined standard voltage, and the converter output is supplied to the inverter.
When an idle stop preparation command is received from the engine control device, the first switch is turned on, the second switch is turned off, the third switch is turned off after gradually changing the output voltage of the converter to the battery equivalent voltage,
When the vehicle re-starts, the second switch is turned ON, and the third switch is turned ON and the first switch is turned OFF in a state where the engine speed is a value corresponding to the battery equivalent voltage. A power supply device for a refrigerated vehicle, characterized by being gradually changed to a standard voltage. An inverter that drives a compressor of a freezer mounted on a vehicle, a generator driven by an engine, a converter that generates a DC voltage controlled from the output of the generator, a battery, an output of the converter, and A controller for switching and supplying the output to the inverter, and a voltage detector for detecting the output voltage of the generator,
A first switch is provided between the battery and the inverter, and a second switch is provided between the generator and the converter.
The control unit is connected to an engine control device that controls the engine,
The controller is
While the vehicle is running, the first switch is turned off and the second switch is kept on, the converter output voltage is set to a predetermined standard voltage, and the converter output is supplied to the inverter.
When an idle stop preparation command is received from the engine control device, the output voltage of the converter is gradually changed to the battery equivalent voltage, and then the first switch is turned on and the second switch is turned off.
When the vehicle restarts, the second switch is turned on in a state where the output voltage of the generator has a value corresponding to the battery equivalent voltage, then the first switch is turned off, and then the converter output voltage is reduced to the standard voltage. A power supply device for a refrigerated vehicle, characterized by being gradually changed. An inverter that drives a compressor of a freezer mounted on a vehicle, a generator driven by an engine, a converter that generates a DC voltage controlled from the output of the generator, a battery, an output of the converter, and A controller that switches and supplies the output to the inverter,
A first switch is provided between the battery and the inverter, a second switch is provided between the generator and the converter, and a third switch is provided between the converter and the inverter.
The control unit is connected to an engine control device that controls the engine,
The controller is
While the vehicle is running, the first switch is turned off, the second switch is turned on, the third switch is turned on, the converter output voltage is set to a predetermined standard voltage, and the converter output is supplied to the inverter.
When an idle stop preparation command is received from the engine control device, the first switch is turned on, the second switch is turned off, the third switch is turned off after gradually changing the output voltage of the converter to the battery equivalent voltage,
When the vehicle restarts, the second switch is turned ON, and the converter output voltage reaches the battery equivalent voltage. Then, the third switch is turned ON, the first switch is turned OFF, and then the converter output voltage is reduced to the standard voltage. A power supply device for a refrigerated vehicle, characterized by being gradually changed.   The power supply device for a refrigeration vehicle according to any one of claims 2 to 5, wherein the engine control device stops the engine after a predetermined time has elapsed after outputting the idle stop preparation command. The controller, after receiving the idle stop preparation command, turns off the second switch and then outputs an idle stop preparation completion signal to the engine control device,
6. The power supply for a refrigerated vehicle according to claim 2, wherein the engine control device stops the engine after receiving the idle stop preparation completion signal after outputting the idle stop preparation command. apparatus. The engine control device outputs an idle stop release command to the control unit when the vehicle restarts,
The control unit, after receiving the idle stop release command, turns on the second switch and then outputs an idle stop release preparation completion signal to the engine control device,
6. The power supply device for a refrigerated vehicle according to claim 3, wherein the engine control device restarts the engine after receiving an idle stop release preparation completion signal.   The power supply apparatus for a refrigeration vehicle according to any one of claims 1 to 8, wherein the battery equivalent voltage is lower than the standard voltage.   The power supply device for a refrigeration vehicle according to claim 9, wherein a charging device for charging the battery is provided on an output side of the converter. In a power supply device for a refrigerated vehicle, comprising: an inverter that drives a compressor of an on-board freezer; a generator driven by an engine; a converter that generates a DC voltage controlled from the output of the generator; and a battery.
While driving the vehicle, the battery and the inverter are disconnected, and the converter supplies an output with a predetermined standard voltage to the inverter.
When the vehicle stops from the running state, gradually change the output voltage of the converter to the battery equivalent voltage, then connect the battery to the inverter,
A method of switching the power supply of a refrigerated vehicle characterized by gradually changing the output voltage of the converter to a standard voltage after shutting off the battery and the inverter when the output voltage of the converter is a battery equivalent voltage when the vehicle restarts .

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