JP3441323B2 - Speed control device for vehicle generator - Google Patents
Speed control device for vehicle generatorInfo
- Publication number
- JP3441323B2 JP3441323B2 JP34367996A JP34367996A JP3441323B2 JP 3441323 B2 JP3441323 B2 JP 3441323B2 JP 34367996 A JP34367996 A JP 34367996A JP 34367996 A JP34367996 A JP 34367996A JP 3441323 B2 JP3441323 B2 JP 3441323B2
- Authority
- JP
- Japan
- Prior art keywords
- speed
- generator
- engine
- transmission
- shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Description
【発明の詳細な説明】
【０００１】
【発明の属する技術分野】本発明は，自動車等の車両の
エンジンの出力軸に伝動装置を介して連結した車両用発
電機に関し，特に，その発電機の回転数制御装置の改良
に関する。
【０００２】
【従来の技術】一般の自動車においては，エンジンの出
力軸により発電機のロータ軸を一定の増速比をもって駆
動するように伝動装置が構成されていて，エンジンのア
イドリング時でも発電機をその定格回転数近傍で回転さ
せ，必要最小限の充電量を確保しているが，こうしたも
のでは，エンジンの高速運転時になると，発電機を必要
以上の速度で回転させることになり，動力損失を増大さ
せるのみならず，発電機の耐久性を低下させる不都合を
生ずる。
【０００３】従来，このような不都合を回避するため
に，増速比を大小２段階に切り換え得るプラネタリ式の
変速機を介して発電機のロータ軸をエンジンの出力軸に
連結し，エンジンの低速運転時には大なる増速比で，ま
た高速運転時には小なる増速比で発電機を駆動するよう
にしたものが，特開昭６０−２２４９９号公報に提案さ
れている。
【０００４】
【発明が解決しようとする課題】しかしながら，上記提
案のものでは，増速比が大から小に切り換えられた初期
に発電機の回転数が過度に減少して発電機の必要最小限
の発電量が確保できなくなったり，また小増速比になっ
たとは言え，エンジンの最高速運転状態ともなれば，や
はり発電機の回転数を必要レベルに抑えることが困難と
なる等の欠点がある。
【０００５】本発明は，かゝる事情に鑑みてなされたも
ので，エンジン回転数の変動に拘らず，常に発電機の必
要最小限の発電量を確保しながら，その回転数を必要レ
ベルに抑えて，エンジンの動力損失を少なくすると共
に，発電機の耐久性を向上させ得る，車両用発電機の回
転数制御装置を提供することを目的とする。
【０００６】
【課題を解決するための手段】上記目的を達成するため
に，本発明は，車両のエンジンの出力軸に，エンジン側
方に位置して補機作動用のバッテリに充電する車両用発
電機のロータ軸を伝動装置を介して連結し，その伝動装
置は，出力軸に固着された駆動プーリと，該出力軸に対
し平行に且つ発電機のロータ軸と同軸に配置された入力
軸に固着された ，該駆動プーリよりも大径の被動プーリ
と，その両プーリに巻掛けられたベルトとを有して，出
力軸の回転を減速して入力軸に伝動し，その伝動装置
に，ロータ軸と入力軸との間を連結して増速比を無段階
に変え得るトロイダル式無段変速機を介裝し，このトロ
イダル式無段変速機の伝動ローラのトラニオンを支持す
る変速操作部材に連結される変速サーボモータに，エン
ジンの回転数及び発電機の出力電圧に応じて変速サーボ
モータを制御する電子制御ユニットを接続し，発電機の
回転数が，エンジンの回転数変動に拘らず定格回転数以
下に収まり且つエンジンのアイドリング時でも該定格回
転数の略８０％を下回らないよう，無段変速機の増速比
を制御するようにしたことを特徴とする。
【０００７】この特徴によれば，エンジンの出力軸の回
転を減速して，エンジン側方の発電機のロータ軸と同軸
の入力軸に伝動する。そして，電子制御ユニットがエン
ジン回転数及び発電機出力電圧に基づいてサーボモータ
を作動することにより，ロータ軸と入力軸間のトロイダ
ル式無段変速機の増速比を無段階に制御して，発電不足
を伴うことなく発電機回転数の必要以上の上昇を抑制す
ることができる。しかもエンジン回転数がアイドリング
回転数のときでも発電機の回転数が上記定格回転数の略
８０％を下回らないよう，無段変速機の増速比が制御さ
れるので，発電機の発電不足を常に確実に防ぐことがで
きる。
【０００８】
【発明の実施の形態】本発明の実施の形態を，添付図面
に示す本発明の実施例に基づいて以下に説明する。
【０００９】先ず，図１において，自動車のエンジンル
ーム１に配設されるエンジン２のシリンダブロック３に
は，各種補機を作動するバッテリに充電するためのＡＣ
発電機４が取付けられており，それはエンジン２の出力
軸たるクランク軸５により伝動装置６を介して駆動され
る。
【００１０】図２に示すように，上記伝動装置６は，ク
ランク軸５に固着された駆動プーリ７と，この駆動プー
リ７よりも大径に形成されて，発電機４のロータ軸８と
同軸配置の入力軸９に固着された被動プーリ１０と，こ
れらプーリ７，１０に巻掛けられたベルト１１と，入力
軸９及びロータ軸８間を連結する無段変速機１２とから
なっている。その無段変速機１２は公知のトロイダル式
のもので，入力軸９及びロータ軸８にそれぞれ固着され
て相対向するトロイド状の駆動ディスク１３及び被動デ
ィスク１４間に複数の伝動ローラ１５を圧接介入させて
構成されており，その伝動ローラ１５のトラニオン１６
を支持する変速操作部材１７を図で左位置か右位置へシ
フトすることにより，増速比（ロータ軸回転数／入力軸
回転数）を最大値から最小値まで変えることができるよ
うになっている。
【００１１】この変速操作部材１７に，これを作動する
変速サーボモータ１８が連結される。この変速サーボモ
ータ１８を制御する電子制御ユニット１９には，その制
御信号として，エンジン２の回転数を検出するエンジン
回転数センサ２０と，発電機４の回転数を検出する発電
機回転数センサ２１と，後述の発電機出力電圧センサ２
７の各出力信号が入力されるようになっている。
【００１２】図３において，ＡＣ発電機４の出力端子
は，自動車の各種補機を作動するバッテリ２２に接続さ
れ，また該発電機４のフィールドコイル２３は，キース
イッチ２４，フィールドリレー２５及びレギュレータ２
６を介してバッテリ２２に接続される。したがって，キ
ースイッチ２４を閉じれば，バッテリ２２によりフィー
ルドコイル２３が励磁されるから，発電機４はそのロー
タの回転に応じて発電し，バッテリ２２に充電すること
ができる。その間，レギュレータ２６は，発電機４の出
力電圧に応じてフィールドコイル２３に供給する電流を
調節することにより，該出力電圧の過上昇を防止する。
【００１３】発電機４には，その出力電圧を検出する発
電機出力電圧センサ２７が接続され，その出力信号は，
前述のように，電子制御ユニット１９に送られる。
【００１４】電子制御ユニット１９には，図４に示すよ
うに，発電機４の出力電圧が定格電圧Ｖ2 以上の場合
と，その定格電圧Ｖ2 の略８０％の電圧Ｖ1 以下の場合
とにそれぞれ対応して，エンジン回転数Ｎｅに対する発
電機回転数Ｎｇの関係，即ち増速比を定めた制御マップ
Ｍ1 ，Ｍ2 が記憶させてある。
【００１５】その際，各制御マップＭ1 ，Ｍ2 におい
て，エンジン回転数Ｎｅがアイドリング回転数のとき
は，常に発電機回転数Ｎｇは発電機４の定格電圧の略８
０％に対応する回転数に設定される。発電機４の出力電
圧が前記Ｖ1 以下の場合は，制御マップＭ1 に従い，エ
ンジン回転数Ｎｅがアイドリング回転数を越えると，発
電機回転数Ｎｇは，発電機４の定格電圧に対応する定格
回転数に一定に保たれる。また発電機４の出力電圧が前
記Ｖ2 以上の場合は，制御マップＭ2 に従い，エンジン
回転数Ｎｅがアイドリング回転数を越えても，発電機回
転数Ｎｇは，発電機４の定格電圧の略８０％に対応する
回転数に保たれる。
【００１６】次に，この実施例の作用について説明す
る。
【００１７】エンジン２の始動前には，予め無段変速機
１２は最大増速比の位置に保持される。したがって，エ
ンジン２が始動されると，この無段変速機１２を含む伝
動装置６を介して，エンジン２のクランク軸５により発
電機４のロータ軸８が最大増速比をもって回転駆動され
るから，エンジン回転数Ｎｅがアイドリング回転数に達
すると，発電機回転数Ｎｇはバッテリ２２の定格電圧の
８０％に対応する回転数に到達する。したがって，発電
機４は各種補機を作動するに充分な発電を行うことがで
きる。
【００１８】エンジン２がアイドリング回転数を越えて
作動する場合，発電機４の出力電圧がその定格電圧Ｖ2
の略８０％の電圧Ｖ1 以下の場合は，電子制御ユニット
１９は，制御マップＭ1 に従い，エンジン回転数センサ
２０及び発電機回転数センサ２１の出力信号に基づい
て，エンジン回転数Ｎｅの上昇に応じて無段変速機１２
の増速比を減少させていく。これにより発電機回転数Ｎ
ｇは，エンジン回転数Ｎｅの上昇にも拘らず，発電機４
の定格電圧に対応する定格回転数に一定に保たれる。し
たがって，発電機４の必要以上の回転上昇を抑えて，エ
ンジン２の動力損失の減少と，発電機４の耐久性向上を
図ることができる。
【００１９】一方，発電機４の出力電圧がその定格電圧
Ｖ2 以上の場合は，電子制御ユニット１９は，制御マッ
プＭ2 に従い，エンジン回転数センサ２０及び発電機回
転数センサ２１の出力信号に基づいて，エンジン回転数
Ｎｅの上昇に応じて無段変速機１２の増速比を減少させ
ていくが，その減少度合を先の場合より大きく取って，
発電機回転数Ｎｇを，エンジン回転数Ｎｅの上昇にも拘
らず，発電機４の定格電圧の略８０％に対応する回転数
に一定に保持する。その結果，発電機４は，必要最小限
の回転数で回転し続けることになり，エンジン２の動力
損失の減少と，発電機４の耐久性向上を更に図ることが
できる。
【００２０】本発明は，上記各実施例に限定されるもの
ではなく，その要旨を逸脱しない範囲で種々の設計変更
が可能である。例えば，無段変速機１２をベルト式，油
圧斜板式その他の形式のものと置き換えることもでき
る。
【００２１】
【発明の効果】以上のように本発明によれば，車両のエ
ンジンの出力軸に，エンジン側方に位置して補機作動用
のバッテリに充電する車両用発電機のロータ軸を伝動装
置を介して連結し，その伝動装置は，出力軸に固着され
た駆動プーリと，該出力軸に対し平行に且つ発電機のロ
ータ軸と同軸に配置された入力軸に固着された，該駆動
プーリよりも大径の被動プーリと，その両プーリに巻掛
けられたベルトとを有して，出力軸の回転を減速して入
力軸に伝動し，その伝動装置に，ロータ軸と入力軸との
間を連結して増速比を無段階に変え得るトロイダル式無
段変速機を介裝し，このトロイダル式無段変速機の伝動
ローラのトラニオンを支持する変速操作部材に連結され
る変速サーボモータに，エンジンの回転数及び発電機の
出力電圧に応じて変速サーボモータを制御する電子制御
ユニットを接続し，発電機の回転数が，エンジンの回転
数変動に拘らず定格回転数以下に収まり且つエンジンの
アイドリング時でも該定格回転数の略８０％を下回らな
いよう，無段変速機の増速比を制御するようにしたの
で，出力軸の回転を減速してロータ軸と同軸の入力軸に
伝動することができ，更にその入力軸とロータ軸との間
のトロイダル式無段変速機の増速比をエンジン回転数及
び発電機出力電圧に基づいて無段階に制御して，エンジ
ン回転数の変動に拘らず，常に発電機の必要最小限の発
電量を確保しながらその回転数を必要レベルに抑えるこ
とができ，これにより，発電不足を伴うことなく発電機
回転数の必要以上の上昇を抑制することができ，エンジ
ンの動力損失の減少と，発電機の耐久性向上に寄与する
ことができる。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular generator connected to an output shaft of an engine of a vehicle such as an automobile via a transmission, and more particularly to a vehicular generator. The present invention relates to an improvement of a rotation speed control device. 2. Description of the Related Art In a general automobile, a transmission is configured to drive a rotor shaft of a generator with a constant speed increase ratio by an output shaft of an engine, and the generator is driven even when the engine is idling. The engine is rotated near its rated speed to secure the required minimum charge. However, in such a case, when the engine is running at high speed, the generator is rotated at an unnecessarily high speed, resulting in a power loss. Not only increases but also reduces the durability of the generator. Conventionally, in order to avoid such inconveniences, a rotor shaft of a generator is connected to an output shaft of an engine via a planetary type transmission capable of switching a speed increase ratio between large and small stages, and the speed of the engine is reduced. Japanese Patent Laying-Open No. 60-22499 proposes a generator that is driven at a high speed increase ratio during operation and at a low speed increase ratio during high speed operation. [0004] However, in the above-mentioned proposal, the number of revolutions of the generator is excessively reduced in the initial stage when the speed increase ratio is switched from large to small, and the required number of generators is minimized. Despite the inability to secure a sufficient amount of power generation and a small speed increase ratio, it also becomes difficult to keep the number of revolutions of the generator at the required level when the engine is at the highest operating speed. is there. SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and always keeps a minimum necessary power generation amount of a generator, irrespective of fluctuations in the engine rotation speed, while keeping the rotation speed at a required level. It is an object of the present invention to provide a vehicular generator rotation speed control device capable of suppressing the power loss of the engine and improving the durability of the generator. [0006] To achieve SUMMARY OF THE INVENTION The above object, the present invention is, on the output shaft of the vehicle engine, the engine-side
The rotor shaft of the alternator for charging to the battery for auxiliaries operating position towards linked via a transmission device, the transmission instrumentation
The drive pulley fixed to the output shaft and the output shaft
Input parallel and coaxial with the rotor axis of the generator
Driven pulley fixed to the shaft and larger in diameter than the drive pulley
And a belt wound around both pulleys.
Decelerates the rotation of the force axis transmitted to the input shaft, its transmission, Kai裝the toroidal type continuously variable transmission the speed increasing ratio by connecting between the rotor shaft and the input shaft can be varied steplessly And this Toro
Supports the transmission roller trunnion of the idal continuously variable transmission
The shift servo motor coupled to that shift operating member connects the electronic control unit for controlling the shifting servo motor in accordance with the output voltage of the rotational speed and generator of the engine, the rotational speed of the generator, the rotational speed of the engine to no less than approximately 80% of the constant rated rotation speed even when idling and engine fit below rated speed regardless of the variation, that it has to control the speed increasing ratio of the continuously variable transmission to feature. According to this feature, the rotation of the output shaft of the engine is achieved.
Decelerates rotation and is coaxial with the rotor shaft of the generator on the side of the engine
To the input shaft. Then, the electronic control unit operates the servomotor based on the engine speed and the generator output voltage, so that the toroidal connection between the rotor shaft and the input shaft is made.
By controlling the speed increase ratio of the stepless continuously variable transmission in a stepless manner, it is possible to suppress an unnecessary increase in the number of revolutions of the generator without causing insufficient power generation. Moreover, even when the engine speed is idling, the speed increase ratio of the continuously variable transmission is controlled so that the speed of the generator does not fall below approximately 80% of the rated speed. always that-out <br/> in is possible to reliably prevent. An embodiment of the present invention will be described below based on an embodiment of the present invention shown in the accompanying drawings. First, in FIG. 1, a cylinder block 3 of an engine 2 disposed in an engine room 1 of an automobile has an AC for charging batteries for operating various auxiliary machines.
A generator 4 is mounted, which is driven via a transmission 6 by a crankshaft 5 which is the output shaft of the engine 2. As shown in FIG. 2, the transmission 6 has a drive pulley 7 fixed to the crankshaft 5 and a larger diameter than the drive pulley 7 and is coaxial with the rotor shaft 8 of the generator 4. It comprises a driven pulley 10 fixed to an input shaft 9 arranged, a belt 11 wound around these pulleys 7, 10, and a continuously variable transmission 12 connecting the input shaft 9 and the rotor shaft 8. The continuously variable transmission 12 is of a known toroidal type, and a plurality of transmission rollers 15 are pressed between a driven disk 13 and a driven disk 14 which are fixed to the input shaft 9 and the rotor shaft 8 and face each other. The transmission roller 15 has a trunnion 16
Is shifted to the left or right in the figure, the speed increase ratio (rotor shaft speed / input shaft speed) can be changed from the maximum value to the minimum value. I have. A speed change servomotor 18 for operating the speed change operation member 17 is connected to the speed change operation member 17. The electronic control unit 19 for controlling the shift servomotor 18 includes, as control signals, an engine speed sensor 20 for detecting the speed of the engine 2 and a generator speed sensor 21 for detecting the speed of the generator 4. And a generator output voltage sensor 2 described later
7 are input. In FIG. 3, an output terminal of an AC generator 4 is connected to a battery 22 for operating various auxiliary machines of a vehicle. A field coil 23 of the generator 4 includes a key switch 24, a field relay 25 and a regulator. 2
6 and connected to the battery 22. Therefore, when the key switch 24 is closed, the field coil 23 is excited by the battery 22, so that the generator 4 can generate electric power in accordance with the rotation of the rotor and charge the battery 22. During that time, the regulator 26 prevents an excessive rise in the output voltage by adjusting the current supplied to the field coil 23 according to the output voltage of the generator 4. The generator 4 is connected to a generator output voltage sensor 27 for detecting its output voltage.
It is sent to the electronic control unit 19 as described above. [0014] The electronic control unit 19, as shown in FIG. 4, and when the output voltage of the generator 4 is not less than the rated voltage V 2, in the case of the following voltage V 1 80% stands for the rated voltage V 2 , The relationship between the engine speed Ne and the generator speed Ng, that is, control maps M 1 and M 2 that determine the speed increase ratio are stored. At this time, in each of the control maps M 1 and M 2 , when the engine speed Ne is the idling speed, the generator speed Ng is always about 8 times the rated voltage of the generator 4.
The rotation speed is set to 0%. When the output voltage of the generator 4 is of the V 1 or less, according to the control map M 1, the engine speed Ne exceeds the idling speed, the generator rotational speed Ng corresponds to the rated voltage of the generator 4 rating The rotation speed is kept constant. Also when the output voltage of the generator 4 is the V 2 or more, according to the control map M 2, also the engine speed Ne exceeds the idling speed, the generator rotational speed Ng are substantially the rated voltage of the generator 4 The rotation speed corresponding to 80% is maintained. Next, the operation of this embodiment will be described. Before the engine 2 is started, the continuously variable transmission 12 is held at the position of the maximum speed increasing ratio in advance. Therefore, when the engine 2 is started, the rotor shaft 8 of the generator 4 is driven to rotate at the maximum speed increase ratio by the crankshaft 5 of the engine 2 via the transmission 6 including the continuously variable transmission 12. When the engine speed Ne reaches the idling speed, the generator speed Ng reaches a speed corresponding to 80% of the rated voltage of the battery 22. Therefore, the generator 4 can generate electric power sufficient to operate various accessories. When the engine 2 operates at a speed exceeding the idling speed, the output voltage of the generator 4 becomes equal to its rated voltage V 2.
If 80% of the voltages V 1 following substantially of, the electronic control unit 19 in accordance with the control map M 1, based on an output signal of the engine speed sensor 20 and the generator rotational speed sensor 21, the increase in the engine rotational speed Ne Continuously variable transmission 12 according to
The speed increase ratio is reduced. Thus, the generator speed N
g, despite the increase in the engine speed Ne, the generator 4
Is kept constant at the rated speed corresponding to the rated voltage of the motor. Therefore, it is possible to suppress a power loss of the engine 2 and improve the durability of the generator 4 by suppressing the rotation of the generator 4 more than necessary. On the other hand, when the output voltage of the generator 4 is equal to or higher than the rated voltage V 2 , the electronic control unit 19 outputs the output signals of the engine speed sensor 20 and the generator speed sensor 21 according to the control map M 2. Based on this, the speed increase ratio of the continuously variable transmission 12 is reduced in accordance with the increase in the engine speed Ne.
The generator speed Ng is kept constant at a speed corresponding to approximately 80% of the rated voltage of the generator 4 irrespective of the increase in the engine speed Ne. As a result, the generator 4 continues to rotate at the minimum necessary number of revolutions, so that the power loss of the engine 2 can be reduced and the durability of the generator 4 can be further improved. The present invention is not limited to the above embodiments, and various design changes can be made without departing from the gist of the present invention. For example, the continuously variable transmission 12 can be replaced with a belt type, a hydraulic swash plate type, or another type. As described above, according to the present invention, the vehicle air
The output shaft of the engine is fitted with the rotor shaft of the vehicle generator , which is located on the side of the engine and charges the battery for operating auxiliary equipment.
And the transmission is fixed to the output shaft.
Drive pulley and the generator shaft parallel to the output shaft.
The drive shaft fixed to an input shaft arranged coaxially with the motor shaft.
A driven pulley with a diameter larger than that of the pulley, and wrapped around both pulleys
The output shaft has a reduced
And transmission to the force axis, in that transmission, and Kai裝the toroidal type continuously variable transmission capable of changing a speed increasing ratio continuously by connecting between the furnace over motor shaft and input shaft, Mu this toroidal type Transmission of step transmission
An electronic control unit that controls the speed change servomotor according to the engine speed and the output voltage of the generator is connected to the speed change servomotor that is connected to the speed change operation member that supports the roller trunnion, and the speed of the generator is reduced. Therefore, the speed increase ratio of the continuously variable transmission is controlled so that the speed does not fall below the rated speed irrespective of the engine speed fluctuation and does not fall below approximately 80% of the rated speed even when the engine is idling. Reduce the rotation of the output shaft to make the input shaft coaxial with the rotor shaft
Transmission between the input shaft and the rotor shaft.
The speed increasing ratio of the toroidal type continuously variable transmission is controlled steplessly based on the engine speed and generator output voltage, regardless of the fluctuation of the engine rotational speed, always required minimum amount of power generation of the generator The required number of revolutions can be suppressed to a required level while securing the required power. As a result, the unnecessary increase in the number of revolutions of the generator can be suppressed without generating power shortage. Can be improved in durability.
【図面の簡単な説明】
【図１】本発明の実施例を示すもので，自動車における
エンジン部の側面図。
【図２】図１の２−２線断面図。
【図３】発電機の充電回路図。
【図４】制御マップ図。
【符号の説明】
２・・・・・エンジン
４・・・・・発電機
５・・・・・エンジンの出力軸としてのクランク軸
６・・・・・伝動装置
７・・・・・駆動プーリ
８・・・・・ロータ軸
９・・・・・入力軸
１０・・・・被動プーリ
１１・・・・ベルト
１２・・・・無段変速機
１７・・・・変速操作部材
１８・・・・変速サーボモータ
１９・・・・電子制御ユニット
２０・・・・エンジン回転数センサ
２２・・・・バッテリ
２７・・・・発電機出力電圧センサBRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 shows an embodiment of the present invention, and is a side view of an engine unit in an automobile. FIG. 2 is a sectional view taken along line 2-2 of FIG. 1; FIG. 3 is a diagram showing a charging circuit of the generator. FIG. 4 is a control map diagram. [Description of Signs] 2 ··· Engine 4 ······· Generator 5 ····· Crankshaft 6 as output shaft of engine ····· Transmission 7 ··· Drive pulley 8, a rotor shaft 9, an input shaft 10, a driven pulley 11, a belt 12, a continuously variable transmission 17, a shift operation member 18, and the like. · Variable speed servo motor 19 ··· Electronic control unit 20 ··· Engine speed sensor 22 ··· Battery 27 ··· Generator output voltage sensor
───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.7，ＤＢ名) H02P 9/06 F16H 15/38 H02P 9/04 H02K 7/10 ──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. 7 , DB name) H02P 9/06 F16H 15/38 H02P 9/04 H02K 7/10
Claims (1)
に，エンジン（２）側方に位置して補機作動用のバッテ
リ（２２）に充電する車両用発電機（４）のロータ軸
（８）を伝動装置（６）を介して連結し， その伝動装置（６）は，出力軸（５）に固着された駆動
プーリ（７）と，該出力軸（５）に対し平行に且つ発電
機（４）のロータ軸（８）と同軸に配置された入力軸
（９）に固着された，該駆動プーリ（７）よりも大径の
被動プーリ（１０）と，その両プーリ（７，１０）に巻
掛けられたベルト（１１）とを有して，出力軸（５）の
回転を減速して入力軸（９）に伝動し， その 伝動装置（６）に，ロータ軸（８）と入力軸（９）
との間を連結して増速比を無段階に変え得るトロイダル
式無段変速機（１２）を介裝し， このトロイダル式無段変速機（１２）の伝動ローラ（１
５）のトラニオン（１６）を支持する変速操作部材（１
７）に連結される変速サーボモータ（１８）に，エンジ
ン（２）の回転数及び発電機（４）の出力電圧に応じて
変速サーボモータ（１８）を制御する電子制御ユニット
（１９）を接続し， 発電機（４）の回転数が，エンジン（２）の回転数変動
に拘らず定格回転数以下に収まり且つエンジンのアイド
リング時でも該定格回転数の略８０％を下回らないよ
う，無段変速機（１２）の増速比を制御するようにした
ことを特徴とする，車両用発電機の回転数制御装置。 (57) [Claims] 1. An output shaft (5) of a vehicle engine (2).
A rotor shaft of a vehicle generator (4) located on the side of the engine (2) and charging a battery (22) for operating auxiliary equipment.
(8) is connected via a transmission (6) , and the transmission (6) is a drive fixed to the output shaft (5).
Power generation in parallel with the pulley (7) and the output shaft (5)
Input shaft arranged coaxially with the rotor shaft (8) of the machine (4)
A larger diameter than the driving pulley (7) fixed to (9).
Wrap around the driven pulley (10) and both pulleys (7, 10)
With the belt (11) wrapped around the output shaft (5)
The rotation is decelerated by the transmission input shaft (9), on the transmission (6), the rotor shaft (8) input shaft (9)
Toroidal that can change the speed increase ratio steplessly by connecting
And Kai裝formula CVT (12), transmission roller (1 of the toroidal type continuously variable transmission (12)
5) The speed change operation member (1 ) supporting the trunnion (16)
An electronic control unit (19) for controlling the shift servomotor (18) according to the rotation speed of the engine (2) and the output voltage of the generator (4) is connected to the shift servomotor (18) connected to 7). The generator (4) is continuously operated so that the rotation speed of the generator (4) does not fall below the rated rotation speed regardless of the rotation speed of the engine (2) and does not fall below approximately 80% of the rated rotation speed even when the engine is idling. characterized by being adapted to control the speed increasing ratio of the transmission (12), the rotational speed control equipment of the vehicle generator.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP34367996A JP3441323B2 (en) | 1996-12-24 | 1996-12-24 | Speed control device for vehicle generator |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP34367996A JP3441323B2 (en) | 1996-12-24 | 1996-12-24 | Speed control device for vehicle generator |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH10191698A JPH10191698A (en) | 1998-07-21 |
| JP3441323B2 true JP3441323B2 (en) | 2003-09-02 |
Family
ID=18363414
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP34367996A Expired - Fee Related JP3441323B2 (en) | 1996-12-24 | 1996-12-24 | Speed control device for vehicle generator |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3441323B2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005323425A (en) * | 2004-05-07 | 2005-11-17 | Denso Corp | Power generation system for vehicle |
| FR2887699B1 (en) * | 2005-06-28 | 2009-02-06 | Valeo Equip Electr Moteur | ROTATING ELECTRIC MACHINE AND A MOTOR VEHICLE EQUIPPED WITH AT LEAST ONE SUCH ELECTRIC MACHINE |
| WO2010151742A1 (en) * | 2009-06-25 | 2010-12-29 | Fisker Automotive, Inc. | Hybrid vehicle having a transmission coupling between engine and generator |
-
1996
- 1996-12-24 JP JP34367996A patent/JP3441323B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH10191698A (en) | 1998-07-21 |
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