JPS59106314A - Automatic interrupter for compressor mounted onto car - Google Patents

Abstract

PURPOSE:To prevent the reduction of fuel consumption, deterioration of exhaust gas state, etc., by suspending the function of a compressor when a car is in acceleration traveling mode, and allowing a driver to be informed of said mode. CONSTITUTION:A revolution-number signal S output from an ignition coil 1 by the engine revolution is input into a cycle modulator 10 through a wave-form shaping circuit 6, and a series of pulses has each of which a constant with PW and whose cycle is modulated in proportion to the number of engine revolution are output. When the cycle of the revolution-number signal S1 increases because of acceleration operation, the output S4 of an integration circuit 6 which receives the output of a modulation circuit 10 forms a potential increasing process, and the output of the comparator 22 in a variation-direction detecting circuit 23 is put into H level. Therefore, the relay 33 of a compressor interruption circuit 41 is deenergized to cut-off an electromagnetic clutch 35, and a compressor (not shown in the figure) is halted. At this time, a display circuit 42 is operated to show an acceleration state.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides an internal combustion engine for vehicle propulsion with its mechanical parts 'IJI
"1" of the vehicle-mounted compressor is used to mechanically disconnect the compressor of the air conditioner or car cooler used as IIX from the internal combustion engine during medium acceleration, that is, during the process of increasing the internal combustion engine rotation speed. The present invention relates to a dynamic disconnection device.

Air conditioners and car cooler compressors generally use internal combustion engines for medium-duty running as their mechanical drive source.

On the other hand, when it comes to internal combustion engines, part of their power energy is consumed by the compressor, so there are complaints that the power loss slows acceleration performance, especially when accelerating a vehicle that requires high efficiency from the internal combustion engine. It is occurring.

Therefore, in an attempt to resolve this dissatisfaction, conventional methods have been used to detect the negative pressure generated in the intake manifold of an internal combustion engine during acceleration, and mechanically connect an electromagnetic clutch placed between the internal combustion engine and the combustor to the lid. A device to separate it from the engine had already been put into practical use.

However, with this method, which uses pressure-sensitive elements or bayyoums, it requires a special configuration and effort to install, and it can be installed as is without modifying the existing manifold structure. Since it was not possible to use ``Surukoshichi'', it required a special design, which had the disadvantage of lacking in versatility.

In addition, pressure-sensitive elements are exposed to high heat and corrosive environments, so
This required countermeasures, and there was also the disadvantage of having to start manufacturing from a dedicated element.

The present invention has been achieved in part in view of the following points: It electronically detects the acceleration driving mode in light rain or the rotational speed increase mode of the internal combustion engine, and disables the compressor function when in this mode. The present invention aims to provide a simple device that mechanically removes the compressor from the internal combustion engine when the engine is stopped, and also makes the driver of the vehicle aware of the acceleration mode or rotational speed increase mode, thereby reducing fuel consumption and reducing fuel consumption. It is also intended to warn of deterioration of exhaust gas condition F: and of strain on the engine.

An embodiment of the present invention will now be described with reference to the attached preferred embodiment.

In the device of the present invention, first, the rotational speed signal of the internal combustion engine is obtained from the negative terminal 5 on the next side of the ignition coil 1, which constitutes the negative part of the known ignition system. That is, each time the primary current path of the ignition coil is interrupted, as is well known, an impulse of up to several hundred ports is generated at the negative terminal 5 of the secondary coil, and the pulse repetition period or The 4r"l"f frequency is proportional to the engine speed.

Figure 2 (A) shows this impulse signal S1, and as shown from time TI to T2, when the engine is rotating at a constant speed, it rises from the reference potential EO (-, generally ground potential). For each impulse that increases, the pulse interval, that is, the same wave number, is constant, but as shown from time T2 to time T3, when the engine is in the process of increasing the rotation speed, the frequency also increases (: In addition, in Figure 2 (A), 1
Assume that the time axis is viewed from time T3 to the left, and as the engine begins to decrease in rotational speed from time T3 to time T4, the pulse intervals gradually widen (that is, the frequency also decreases). ), and eventually at time T4
When the rotation reaches a constant rotation range from time T5 to time T5, the frequency becomes constant again. Of course, in the constant rotation range the frequency -
Even if it's a joke, if the rotation speed is different, the value of the frequency will also be different. Therefore, in the illustrated case, the engine starts with a constant rotation (for example, idling), goes through a downward process, and then returns to the same constant rotation as before. However, as will become clear from what will be described later, in this case, the problem is not the absolute A10 at a constant rotation, but only whether the A is in the process of rising or increasing or not, so this diagram is sufficient. Can be formed into a film.

Also, as mentioned in advance, in Figure S2, (A) to (D)
In the waveform diagrams of each main part up to this point, time T1-T2-T3 are shown in a folded manner from time T3 to T3-T4-T5, whereas in Fig. 2 (E) to (G), this is shown as time. It is expanded to the right on the axis t, and a constant rotation range up to time T3 is added, which extends to the time T3.

Now, the impulse signal S1 whose frequency changes in accordance with the engine speed mentioned above is too high in terms of analog level to be handled directly as an engine speed signal, and also has many noise components. Since it is undesirable that the voltage is too high, it is recommended that the waveform be shaped by the waveform shaping circuit 6 after being applied to the wooden stirrup input IN.

In the illustrated case, after the signal Sl applied to the human power IN is clipped by the Zener diode 8 to prevent the human power from passing through,
npn) An input L7 is input to the base of the ranosister 7, and its collector is used as a waveform shaping output 9, from which an engine rotational speed signal S2 with a clean waveform is extracted. As shown in FIG. 2 (]B), this waveform is n p n each time the key switch 3 is closed and the ignition coil performs a current cutoff operation.
Because of the inverter function of the l-Rangistaft, the reference potential, in this case approximately the ground potential E o (this is taken as the low level L), is changed from the potential E'b of the Ichihara Tonike 4 (this is taken as the high level H). shall be headed for.

In order to make this <= S 2 into a pulse train signal that is easier to handle, it is frequency-modulated in proportion to the engine speed.
A conversion circuit or a pulse frequency modulation circuit IO that generates a pulse train signal of constant width PW is manually operated. In this embodiment, a monostable multivibrator 11 is used as the main component of this circuit, and every time the J-stop signal S2 is applied to the trigger input 13, it is triggered by its high-low transition, and the output terminal 14
A pulse with a constant width FW appears. This pulse width FW is determined in accordance with the time constant of the external resistor 15 and capacitor 17, but this pulse train signal S3
One frequency is proportional to the engine speed.

This pulse train signal is then input to a frequency-to-voltage conversion circuit 16 whose output voltage changes in accordance with changes in frequency. In this embodiment, the conversion circuit 16 is considered as the most comprehensive example of the configuration, and the conversion circuit 16 is constructed by a capacitor 19, 20 and a resistor 21.
It is used as a sample filter or an integrating circuit, and the Norms train signal is passed through the diode 18 and then inputted to this circuit.The average voltage value of the converted voltage signal $4 appearing at the output of the integrating circuit 16 is as follows. As shown schematically and simply linearly in No. 21N(D), the analog level is reached when the engine speed is constant, and the speed is l:';1. Then, if it rises from that level and falls, it will fall as well.

This converted voltage output S4 is added to a change direction detection circuit 23 including a negative input comparator 22. One feature of the present invention is that the comparator 22, which is commonly used, can be used in the change direction detection circuit 23, thereby achieving the ability to detect the change direction with a time constant relationship in one and both hands. .

That is, the voltage output S4 is given to both the positive input (non-inverting input) 31 and the negative input (inverting input) 30 of this comparator, but each input has l and τ2 with different time constants. It is being done.

In this embodiment, the comparator 22 uses an oven collector type output, and as will be described later, when the negative input is analog (/bell), the signal S7 of the output 32 is digital. High level H (logic °゛l
゛') Therefore, the time constant of 1 on the positive input side is selected to be smaller than the time constant of 2 on the negative input side, and −C
There is (τl〈τ?). Specifically, in this case, each time constant is determined by the respective manual integration circuit (resistor 26 and capacitor 27:
It is formed by a resistor 29 and a capacitor 28), and a level shift diode 24 is inserted in the line to the power supply 31 for reasons described later.

Below, if we follow the operation according to the schematic diagram of changes in engine speed in Figure 2 (E), from time TI to time T2, one engine appears to be rotating at a constant speed. Sometimes, from the point already mentioned, the output terminal 24 of the frequency-to-voltage conversion circuit 16 is
A signal S4 of an analog level Va corresponding to the rotational speed at that time appears. If this condition continues for a relatively long time,
The capacitors 27 and 28 on the input side of the comparator each become groove-charged and their potential becomes stable, but in this state, the capacitor 27 on the negative input side almost reaches the voltage value Va of the signal S4 at this time. While the capacitor 28 on the positive input side is connected to the inserted level, the shift diode 25
The level becomes low by the forward voltage drop Vt. From then on,
The average voltage of the potential across this capacitor is grasped as a signal over time, and the input voltage on the positive input side of the comparator is set to 35. If the human power voltage on the negative input side is expressed as S6, then the relationship between time 11 and time 12 (iM) can be expressed schematically linearly as shown in Figure 2 (F), as can be seen from the above. It becomes as shown in .

At t, during this constant speed rotation, the signal S7 at the output terminal of the comparator 22 becomes a low level because the potential at the negative input terminal of the comparator is higher than that at the positive input terminal (the open collector transistor turns on and outputs end 1'--collector to ground, Ml).

Next, in FIG. 2(E), the engine speed is from time 12 to
13, during the process of increasing J-+A, , f57Iβ, the frequency of the rotational speed signals S1 to S2 and, by extension, the frequency of the vibrator output signal S3 increase.
As shown in FIG. 2(D), the potential of the output S4 of the integrating circuit 16 increases from the point mentioned above. Therefore,
Both comparators and human-powered capacitors 27.28 are even higher.
It is charged toward the voltage value, but as mentioned above, the positive input time constant τl including the capacitor 28 is shorter than the other τ2, so in such a MAN state, even if the voltage drop due to the intervention of the diode 25 Even if there were, Figure 2 (
As shown in F), the positive input side signal S5 rotates the potential of the negative input side signal S6 by IZ, and therefore the comparison output signal S7 is
As shown in FIG. 2 (G), it is inverted and becomes H level.

After the transient state of acceleration or increase in rotational speed is over, time T3
As shown by ~T3', when the engine speed becomes constant at a high level, both capacitors 27 and 28 become fully charged again, and if the output potential of the integrating circuit 16 at this time is vb, then , as before, the potential of the comparator negative input side signal S4 becomes approximately <vb, whereas the signal potential on the positive input side becomes vb-vt, which is lower by the forward voltage Vt of the level shift diode 250. , the comparator output is inverted and becomes L
level.

Next, as shown at times T3' to T4 in FIG. 2(E), 1
When the engine speed enters a transient state where it decreases, the integration circuit 16
The converted voltage output S4 is as shown in Fig. 2 (D) by the mechanism described above.
As shown in the image, a downward transition occurs as seen on the left hand.
Therefore, the capacitor with both comparators' power enters the discharging process, but from the above time constant relationship, the discharge on the positive input side is always faster, so in that transient state, the relationship does not change from that during constant speed rotation. Therefore, the comparator output is L as shown in Figure 2 (G).
It will maintain the level.

It is already clear that this condition does not change even after the deceleration transition period ends and the engine enters a constant speed rotation range (times T4 to T5) with a gradually decreasing rotation speed.

Comparator output S7 Correlation with each state mode of the internal combustion engine, flat constant speed mode, increase mode, and decrease mode is as follows.
It is as shown in Table 1 below.

Engine rotation state> As a result, it can be seen that the comparator output S7 of this device has the ability to discriminate between the engine rotation speed increasing mode and the other modes (constant speed, decreasing).

Once such an output is obtained, it is extremely difficult for those skilled in the art to logically process it, convert it to a power level, and mechanically disconnect the compressor and engine during the process of increasing the rotation speed. I can think of a lot of people.

In this embodiment, as an example of such a clutch on/off circuit 41, the logic level of the comparator output S7 directly connects the compressor and the engine mechanically. The mechanical relay 33 is selectively demagnetized to selectively cut off the power supply path to the electromagnetic clutch 35. That is, a driver relay 33 is inserted in series between the power supply line 12 and the comparator output terminal l'-32, and its make contact 34 is connected from the main group line 12 to the operating winding 35a of the electromagnetic clutch 35. Since the comparator output S7 is at the L level when the engine speed is in the constant speed and decreasing mode, 1) the potential difference that causes the operating current to flow between both ends of the relay 33 is Therefore, this relay 33 is energized and the make contact λ
34 is in the closed state, current flows through the operating A line 35a of the electromagnetic flanch 35, the flanch is connected, and the condenser is driven by one engine. When the number increases, the comparator output reverses to H level, and the potential difference between both ends of the driver relay is lost. Therefore, the meter contact opens and the current in the electromagnetic clutch operating winding is cut off, and the electromagnetic franchise is turned off by the engine. Mechanically cutting off the drive system between the two, thereby defeating the purpose. The clutch operations in 1: and below are also shown in parentheses in Fig. 2 CG). Further, the light emitting diode 36 is used for monitoring this operation.

Incidentally, in the embodiment of Ut, the circuits 6 and 10.degree. 16 can be considered as one unit, and can be used as a converted voltage output circuit 40 whose output voltage changes according to changes in the engine speed. Therefore, circuits other than those shown in the illustrated embodiments, such as circuits with phase-locked loop configurations, may be used as desired in accordance with known techniques.

In addition, the compressor intermittent circuit 41 is made of semiconductor material,
It may be converted into electric e, and 1 other circuit technology 1-1 logic 1/
The usual F stage for bell processing may be used for [a1].

Further, the integration circuit 16 may be omitted by having time constant circuits (26, 27, 28, 29) provided at each input of the comparator 22 perform its function. In addition, the output pulse width FW' of the monostable multivibrator l■ is, for example, 1
As shown in the figure, if the resistor 15 that determines the time constant is configured to include a fixed resistor 15a and a jJf variable resistor 15b, it can be easily adjusted by adjusting its resistance value.

Next, the table of the engine speed increase process or acceleration state is shown in circuit 4.
I will ask 2 and explain.

``If the only indication is whether or not the engine is in the rotational speed increase mode or acceleration mode, the monitor light emitting diode 36 described above constitutes such a display circuit. On the other hand, if the state of acceleration is steep or slow, that is, if the display is proportional to the magnitude of acceleration, then
First, the acceleration information can be obtained as the potential difference between the two forces applied to the comparator 22, S5, and S6, as described above. Now, this potential difference is ΔV=V5-V6.

However, V5. V6 is the signal S5.56 (7) 7 O gummy level bell: Then, ΔV is the time T2 to T3 in Fig. 2.
is proportional to the acceleration ddv in the accelerated state, that is, ΔV=f('ddma).

This is shown in FIG. 3, where both signals S5 and S6 are 1. )
If the potential difference ΔV is obtained as a signal S8 by the subtraction circuit 43, this signal S8 carries acceleration information, as shown in FIG.

In this way, if the signal S8 whose voltage output changes according to the acceleration state is obtained, the acceleration state can be easily displayed on the display circuit 45, which is also suitable, via a known appropriate processing circuit. . For example, in the simplest case, the display circuit may be a simple lamp or the like, the processing circuit may be a simple power amplifier, and the brightness of the lamp may vary depending on the mm of ΔV. Further, for example, the processing circuit 44 is composed of a plurality of comparators whose reference voltages or threshold voltages are different in stages (in step 8, ΔV is stored at the comparison input of the valley comparator). It is also possible to connect a light emitting diode, etc. to the output of each comparator arranged in order of reference voltage through a suitable dry wire, and if these diodes are also arranged in order, it will be possible to A bar graph light display can be performed.The processing circuit 44 may also be an A/D converter, and based on the output thereof, the display 45 may be a digital φ display.

In any case, as described in 1-Details below, according to the present invention,
During acceleration, when it is desirable to maximize engine efficiency, it is possible to automatically disconnect the comb and bushes that can cause mechanical power loss. Therefore, it is possible to provide a device that does not require any electrical equipment and can be easily integrated into an existing electrical system. Further, since the acceleration state is notified to the driver of the vehicle, there are great effects in practical use, such as the ability to drive with a fuel efficiency of 11.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram of a preferred embodiment of the device of the present invention;
FIG. 2 is an explanatory diagram of waveforms of each main part of the device shown in the first diagram;
The figure is an explanatory diagram of an acceleration state detection signal waveform. In the figure, 1 is an ignition coil, 6 is a waveform shaping circuit, 1O is a frequency modulation circuit, 11 is a monostable multivibrator, 16 is a frequency-to-voltage conversion circuit, 22 is a comparator, 23 is a change direction detection circuit, and 40 is the whole 41 is the Kono Prezza intermittent circuit, and 42 is the acceleration state! ! ;
The display circuit is

Claims (1)

[Claims] A rotation speed conversion voltage that extracts a rotation speed signal of an internal combustion engine equipped with a light rain from the negative terminal of the ignition coil of the internal combustion engine, and generates an output whose voltage changes according to the process of increasing the rotation speed. an output generation circuit, a comparator that receives the J-1 conversion voltage output by human power and inverts the output according to the magnitude of the human power, and has different time constants for each input of the comparator, 1- A time constant circuit that inverts the comparator output due to a change in the converted voltage output during the process of increasing the rotational speed. By the inverted output of the comparator, E: shuts off the mechanical drive system between the internal combustion engine and the compressor...7
1. An automatic disconnection device for a heavy-duty vehicle-mounted compressor, comprising: a comparator; and a display circuit that displays an acceleration state of the internal combustion engine based on an input potential difference signal.