JPS6268099A - Charging generator - Google Patents

Abstract

PURPOSE:To change over the number of windings for an armature arbitrarily without complicating and scaling up the structure of the armature by fitting a plurality of voltage leading-out terminals to respective phase winding and selecting the voltage leading-out terminals in response to state signals. CONSTITUTION:With respective armature winding 1u, 1v, 1w, low-voltage windings 1u', 1v', 1w' and high-voltage windings 1u'', 1v'', 1w'' are each connected in series. The terminals of each phase winding 1u, 1v, 1w are connected to a first rectifying circuit 2, and midway terminals thereof are connected to a second rectifying circuit 3. A transistor control circuit 9 ON-OFF controls transistors 6a, 6b in response to the number of revolution of a generator, the quantity of electrical loading, the temperature of an armature and an acceleration-state signal, and controls the activation of the first rectifying circuit 2. Accordingly, the number of the windings for the armature can be changed over to arbitrarily designed plural steps.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a charging generator suitable for being mounted on a vehicle or the like.

(Prior art and its problems) As a conventional charging generator, for example,
Those described in JP-A No. 697 and JP-A-59-156200@ are known.

This charging generator has two sets of independent armature windings in the armature, and these are connected in series in the low speed range and in parallel in the high speed range, depending on the generator rotation speed. This is designed to improve the power generation state when the vehicle is running at low speeds, and to increase the current capacity at high speeds.

However, in this conventional device, since it is necessary to provide two independent sets of armature windings within the armature, the structure of the armature tends to be complicated and large, and the two sets of armature windings have the same configuration. (to prevent crossflow during parallel operation), the turns ratio is fixed at 2:1 in the low speed range and high speed range, which limits the degree of freedom in installation. There was a point.

(Objective of the Invention) The object of the present invention is to enable switching of the number of windings of the armature into multiple stages that can be arbitrarily designed in this type of charging generator without complicating the structure or increasing the size of the armature. Furthermore, when the vehicle is accelerating, the load on the engine can be reduced.

(Structure of the Invention) The present invention will be described in detail with reference to the claim correspondence diagram in FIG.

Armature a has one or more voltage extraction terminals in the middle of each phase winding.

The rectifier is capable of selecting a voltage output terminal to be rectified.

The acceleration state detection means C detects that the vehicle is in an acceleration state.

The acceleration control means d, when an acceleration state is detected,
Switch the voltage output terminal to the terminal with the lowest number of turns.

(Description of Embodiments) FIG. 2 is a circuit diagram showing the configuration of a first embodiment of a charging generator according to the present invention.

In the figure, an armature 1 serving as a stator has three armature windings that are Y-connected to each other, that is, a U-phase armature winding 1u,
It includes a V-phase armature winding 1v and a W-phase armature winding 1w.

Each armature winding 1u, 1v, 1w is a low voltage winding 1, respectively.
u-, 1v-, Iw- and high voltage winding 1U'', 1V--,
In this example, the low-voltage windings 1u', Iv-, and Iw- are constructed of relatively thick conducting wires, and the high-voltage winding 1u'-.

1v"', 1w-- are composed of relatively thin conductive wires.

Furthermore, in this example, the number of turns of the low voltage windings 1u', 1v-, 1W- is 8 turns, and the number of turns of the high voltage windings 1u--, 1v--, 1w-
The number of turns of - is set to 4 turns.

The first rectifier circuit 2 is composed of a three-phase diode bridge circuit using six diodes 2a to 2f.
The terminal voltage of w, that is, the high voltage winding 1u=-, 1v--,
1W-1 is connected to the terminal so as to rectify the voltage obtained.

The second rectifier circuit 3 also has six diodes 38 to 3.
This rectifier circuit 3 is composed of a three-phase diode bridge circuit using f, and this rectifier circuit 3 is constructed by connecting each phase winding 1u, Iv,
The intermediate voltage of 1W, that is, the low voltage winding 1u-, 1v-,
It is connected to rectify the terminal voltage of 1W-.

The output sides of these two rectifier circuits 2 and 3 are commonly connected via two switching transistors 6a and 6b, and then led out to charging terminals P and N that are electrically connected to the vehicle battery 4. Further, a field current is supplied to the field winding 7, which serves as a rotor, through brushes and slip rings (not shown), and in the field current control circuit 8, as is well known, the terminal voltage of the vehicle battery 4 is approximately The field current is controlled so that it remains constant.

The generator rotation speed detector 10 detects the rotation speed of the generator directly or indirectly. For example, it directly detects the generator rotation speed using a tacho generator or the like. 2. It converts the power generation frequency into F/V. Various configurations can be adopted, such as one in which the generator rotation speed is indirectly detected by detecting the engine rotation speed, or one in which the generator rotation speed is indirectly detected by detecting the engine rotation speed.

The electrical load amount detector 11 is a device that directly or indirectly detects the electrical load amount of this generator, for example, a device that directly detects the load via a voltage drop of a resistor inserted in a load current path. Alternatively, various configurations such as one in which the voltage is detected indirectly by detecting the terminal voltage of the battery 4 can be adopted.

The armature temperature detector 12 detects the temperature of the armature directly or indirectly through a housing, and a thermistor, a wire-wound resistor, or the like is used as the sensor.

The acceleration state detector 13 detects whether the vehicle is in an acceleration state, and for example, whether the temporal change in the engine speed detected by the engine speed detector or the vehicle speed detected by the vehicle speed detector is positive or negative. The acceleration state is detected based on the

The transistor control circuit 9 includes a generator rotation speed detector 10.
Based on each output of the electric load amount detector 11, the transistors 6a and 6b are controlled to be turned on and off as appropriate, and in this example, it is constituted by a microcomputer.

FIG. 3 is a flowchart showing the configuration of a control program executed by the microcomputer that constitutes the transistor control circuit 9. Hereinafter, the operation of the embodiment device will be systematically explained with reference to this flowchart and the graph of FIG. explain.

In the graph of FIG. 4, what is shown by curve abc is the generator rotational speed N and maximum output current ImaX in a state where both transistors 6a and 6b are turned on, thereby activating the first rectifier circuit 2. The curve dbe shows the relationship between the generator rotational speed N and the maximum output current when both the transistors 6a and 6b are turned off and only the second rectifier circuit 3 is activated. (2) It is a characteristic curve showing the relationship with max.

As is clear from the above graph, when the value of the generator rotational speed N is lower than N1, the first rectifier circuit is activated more than the second rectifier circuit alone. The value of the maximum output current 1 max is larger in this case.

On the other hand, when the value of the generator rotational speed N is in a region higher than N1, the case where only the second rectifier circuit 3 is activated is more effective than the case where the first rectifier circuit 2 is activated. However, the value of the maximum output current I max is larger.

Therefore, if only the value of the maximum output current ImaX is considered, in the region lower than the rotation speed N1, the first rectifier circuit 2
It can be seen that it is preferable to activate only the second rectifier circuit 3 in a region higher than the rotational speed N1.

However, considering the efficiency of the generator, in the F3 region surrounded by points N and bfN2, it is preferable to activate the second rectifier circuit 2 rather than activate the first rectifier circuit 2 due to iron loss, excitation loss, etc. It is empirically known that activating the rectifier circuit 3 is more efficient.

To summarize the above, as shown by the same hatching in the figure, it is preferable to activate the first rectifier circuit 2 for the C area and [1 area surrounded by the point N2fbad, whereas It can be seen that it is preferable to activate the second rectifier circuit 3 for the F3 region, F2 region, and C region.

Furthermore, if only the second rectifier circuit 3 is activated, the entire current flows through the low-voltage windings 1u', lv', and 1w'', so there is a risk that the armature will overheat at high loads due to increased current density. This is possible.

Therefore, the temperature of the armature is constant (e.g. 220'C)
If the current exceeds the current, the transistors 6a and 6b are turned on, the first rectifier circuit 2 is also used, and the entire current is transferred to the high voltage winding mu--
, Iv--, and 1w- to reduce the current density and suppress overheating of the armature.

Further, when the vehicle is in an accelerating state as shown in region C of FIG. 4, the value of the load torque τ applied to the engine selects the first rectifier circuit 2, as shown in FIG. It is smaller in the case where the second rectifier circuit 3 is selected than in the case where the second rectifier circuit 3 is selected.

Therefore, in order to improve the acceleration performance of the vehicle, it is preferable to forcibly select the second rectifier circuit 3 when the vehicle is in an accelerating state as in region C of FIG.

As a result of considering the maximum output current Imax, the efficiency of the generator, the prevention of overheating of the armature, and the improvement of acceleration performance, the program shown in the flowchart in Figure 3 enables optimal rectifier circuit selection control. It is.

That is, assuming that the rotational speed of the generator is gradually increased from zero, in a region where the rotational speed N is equal to or less than N2 (No in step 300), both transistors 6a and 6b are turned on. On the condition that the vehicle is not in an accelerating state (step 301, negative), the first rectifier circuit 2 is selected (step 302).

Next, until the value of the rotation speed N exceeds N2 and reaches N1 (step 3004 constant, step 303 negative, step 304 first side), the value of the generator load is 1.
．． (No in step 305), and on the condition that it is not in an acceleration state as above (step 3
01 negative), the first rectifier circuit 2 is selected (step 3
02), if the value of the load l- is smaller than l-1, it is determined that it is in the F3 region (step 305 affirmative), the transistors 6a and 6b are turned off, and the second rectifier circuit 3 is selected (step 306). ).

Next, when the value of rotation IN exceeds N (step 30
0 affirmative, step 303 affirmative), thereafter, the armature temperature Ts
The second rectifier circuit 3 is selected (step 306) on the condition that the value of T+ is lower than T+ (for example, 220° C.) (No in step 307).

On the other hand, when the value of the rotation speed N is gradually decreased from a high-speed rotation state, the value of the rotation speed N becomes N1.
(step 300 affirmative, step 303 portrait), the second rectifier circuit 3 continues to be selected (step 307 negative) on the condition that the value of armature temperature Ts is lower than temperature 1 (step 307 negative). Step 306).

Next, until the value of the rotational speed N decreases below N1 and reaches N2 (step 300 portrait, step 303 negative, step 304 second side), the load 1 of the generator
- value is 12 (corresponding to the hysteresis width, L+ >+
2) only if it is smaller than (step 308 affirmative)
, the second rectifier circuit 3 is selected (step 306), if the load value is greater than 12 (step 308, negative), and on the condition that there is no acceleration state (step 301, negative). ), a first rectifier circuit is selected (step 302). That is, the hysteresis operation is performed when the load value is between 11 and 1-2.

Next, if the armature heats up, for example in the fourth drawing area, the value of the armature temperature Ts will be greater than 1 (220° C.). In this case (Yes at step 307), the transistors 6a and 6b are turned on, and the selection is switched from the second rectifier circuit 3 to the first rectifier circuit 2 (
Step 302).

This causes the armature current to flow through the low voltage winding 1u-.

1v-, 1w- and high voltage winding '1u--, 1v--.

1w'-, the current density is reduced and the heat transfer area is increased, and overheating of the armature is suppressed.

Next, when the vehicle enters an acceleration state as shown in area C of FIG.
6) As shown in the graph of FIG. 5, the load torque on the engine is reduced, thereby improving the acceleration performance of the vehicle.

This state is automatically canceled when the vehicle reaches a constant speed running state and a decelerated running state, and the selection is switched from the second rectifier circuit 3 side to the first rectifier circuit 2 side (step 302). From now on, controls that take into account generator efficiency, capacity increase at low speeds, and armature overheating will be carried out as before.

In addition, in the case of this invention, since the intermediate terminals of each phase armature winding 10 to 1w can be taken out from any position, the turns ratio is fixed at 2:1 between low speed and high speed as in the conventional example. Moreover, the structure of the armature does not become complicated or large unlike the conventional example in which two sets of armature windings having the same configuration are provided.

In the above embodiment, when determining whether the load value is greater than 11, it is sufficient to determine, for example, whether the terminal voltage of the vehicle battery 4 is higher than V+ (for example, 14.5 V). Further, in order to determine whether the load value is greater than L2, it is sufficient to determine whether the value of the battery voltage V is higher than V2 (for example, 13° OV).

Furthermore, in the above embodiment, in order to select the voltage output terminal to be rectified, each output terminal is provided with a rectifier circuit 2.
．． 3 are provided individually, and their outputs are connected to transistors 6a,
Although the transistor 6b is configured to switch, the transistor 6a,
6b, the rectifying element constituting the first rectifying circuit 2 may be configured with a thyristor, or each phase winding may have two
It goes without saying that various configurations can be adopted, such as providing the above-mentioned voltage extraction terminal, extracting it with a multi-variable selector switch, and guiding it to a single common rectifier circuit.

(Effects of the Invention) As is clear from the description of the embodiments above, according to the present invention, in this type of charging generator, the number of turns of the armature can be increased without complicating the structure or increasing the size of the armature. The armature can be switched to a plurality of arbitrarily designed stages, and the armature can be set to the optimum number of windings based on whether the vehicle is in an acceleration state or not, thereby improving acceleration performance.

[Brief explanation of drawings]

FIG. 1 is a diagram corresponding to the claims of the present invention, FIG. 2 is a circuit diagram showing the hardware configuration of the device according to the embodiment of the present invention, and FIG. 3 is a diagram showing the software configuration of the device according to the embodiment.
The figure is a graph explaining the operation of the embodiment device, and FIG. 5 is a graph explaining the operation of the embodiment device. a... Armature b... Rectifying means C... Acceleration state detection means d... Acceleration control means Fig. 1

Claims (1)

[Claims] (1) An armature that has one or more voltage output terminals in the middle of each phase winding; A rectifier that can select the voltage output terminal to be rectified; An acceleration device that detects that the vehicle is in an accelerating state A charging generator comprising: a state detection means; and an acceleration control means for switching a voltage output terminal to a terminal with a smaller number of turns when an acceleration state is detected.