JPS63305797A - Controller for generator - Google Patents

Abstract

PURPOSE:To prevent the stoppage of an engine at the time of the starting of a car by inhibiting the quantity of generation of a generator according to output signals from a clutch-state detecting means and a speed-number detecting means. CONSTITUTION:When a driver starts a car, a clutch pedal is worked, a transmission lever is operated, and the position of the number of speed is varied to first speed. A signal at a level '1' is output from a speed-number detecting means 3 at that time. When the force of a leg is relaxed gradually, adjusting stepping force in order to tighten the clutch, a NOR circuit section 41 outputs a signal at the level '1' until the clutch is clamped completely. An AND circuit section 42 receives output signals at the level '1' from the NOR circuit section 41 and the speed-number detecting means 3, and drives a relay driver circuit 43. Accordingly, the generating capacity of an alternator is lowered, thus reducing load on an engine.

Description

[Detailed Description of the Invention] [Object of the Invention] (Industrial Application Field) The present invention relates to a device for controlling the amount of power generated by an on-vehicle generator.
Particularly, the present invention applies to a generator control device that makes it possible to reduce the load on the engine when starting a vehicle.

(Prior art) Conventionally, in vehicles such as automobiles and motorcycles,
As is well known, as a power supply source for various electrical loads such as the starter used when starting the engine and lighting equipment such as headlamps, there is a generator that is driven by the engine and generates electricity, and the voltage generated by this generator is controlled by Il. It is equipped with a power supply device consisting of a voltage regulator and a battery, which have the function of supplying appropriate power to the electrical load and properly charging the storage battery, so that the amount of power generated by the generator is When the amount of electricity generated is less than the load, the storage battery acts as a power source and discharges, and when the amount of electricity generated is greater than the load, the generator acts as a power source and also charges the storage battery.

On the other hand, when starting a vehicle equipped with a manual transmission,
It is necessary to gradually engage the clutch while stepping on the accelerator to increase the engine speed and output, but when the clutch is engaged (clutch engagement), the transient load caused by the clutch engagement is applied to the engine. Participating in Therefore, when engaging the clutch when starting the vehicle,
Changing to another gear, for example from 2nd gear to 3rd gear, will place an excessive load on the engine, so beginners in particular may stop the engine when engaging this clutch. There were many. Furthermore, even if the driver is an experienced driver, if the compressor is driven by engine power to operate an air conditioner, for example, there is no way that the driver will feel the load caused by the compressor when starting the vehicle. I didn't go there.

Therefore, in order to reduce the load on the engine caused by the generator, conventional generator control devices reduce the generator's power output when, for example, it is detected that the engine rotation speed is below a predetermined rotation speed. This reduces the load on the engine caused by the generator and suppresses the drop in engine speed υ1.
Some were configured to do so. (Jitsukai 59-18
(Publication No. 9498) (Problems to be Solved by the Invention) However, in such a conventional generator control device, the clutch is already engaged once the engine speed reaches a predetermined speed or less. In many cases, when the clutch is engaged, suppressing the amount of power generated by the generator and reducing the load on the engine places a new burden on the driver, and furthermore, the clutch engagement is delayed. Depending on the method, the load due to clutch engagement may suddenly increase and the engine may stop before the engine speed has recovered.

In addition, when starting on a hill, the engine speed is higher than the predetermined 9 rotations, so the conventional generator control device does not operate, so you need to be even more careful than when starting normally. did.

The present invention has been made in view of the above problems, and when the vehicle starts, it reduces the load on the engine caused by the generator and prevents the engine from inadvertently stopping when the clutch is engaged, thereby making it safer. The present invention provides a generator control method that ensures comfortable operation.

[Structure of the Invention] (Means for Solving the Problems) In order to achieve the above object, the present invention provides a control device for controlling the power generation Ml of a generator for a vehicle that uses an engine as a drive source to generate electricity. a clutch state detection means for detecting the state of the transmission; a gear position detection means for detecting the gear position of the transmission; and a clutch state detection means for detecting the gear position of the transmission; The present invention includes a power generation Nm control means capable of suppressing at least the power generation m.

(Function) In the generator control device according to the present invention, the power generation amount control means suppresses the power generation m of the generator in response to the output signals of the clutch state detection means and the gear stage detection means, and the engine driving the generator For example, before the load on the engine increases due to engagement of the clutch when starting the vehicle, the load on the engine caused by the generator can be reduced until the engagement of the clutch is completely completed.

(Example) An embodiment of the present invention will be described below with reference to the drawings.

FIG. 2 is a drawing showing the circuit configuration of this embodiment.

A dynamo or alternator is usually used as a generator for a vehicle. The dynamo described above is of the commutator rectification type, and the alternator is of the semiconductor rectification type which full-wave rectifies the AC output of the three-phase alternating current generator using a rectifier diode to output a DC current. This embodiment will be described using an alternator 5 which has excellent performance and durability and is widely used in vehicles. This alternator 5 is a rotating field type generator in which magnetic poles rotate, and an alternating current output is taken out from an alternator armature coil (armature winding) 51 wound around a stator (armature core) that is a stator core. In other words, a current is passed through the alternator field coil (field la winding) 53 wound around the rotor core to magnetize this rotor, and the alternating current voltage generated in the alternator armature coil 51 by the rotation of this magnetized lζ rotor is taken out. .

Further, the alternating current is rectified into a direct current by the rectifier diode 55, and when the generated voltage is higher than the battery VC, the battery VC is charged via the power generation amount control means 4.

The power generation amount control means 4 is a means for controlling the output voltage of the alternator 5 to an appropriate voltage when supplying electric power to the electric load Ro or the battery VC, and is a means for controlling the output voltage of the alternator 5 or the terminal voltage of the battery VC. It performs voltage control by detecting and controlling the field current flowing through the alternator field coil 53, and is usually called a voltage regulator. There are contact type and semiconductor type as voltage control methods, and in this embodiment, a semiconductor type using transistors, which is small and has excellent performance and durability, is adopted.

The basic configuration of the power generation amount control means 4 will be explained below along with its function.

When the ignition switch K is turned on, the charge warning lamp CL lights up and an initial excitation current flows through the alternator field coil 53, magnetizing the rotor. When the rotor starts rotating by starting the engine, alternating current voltage is generated in the alternator armature coil 51 due to the rotation of the magnetized rotor, and the voltage at the cathode side output terminal of the auxiliary diode 57 is increased by the start of power generation from the battery Vc. When the terminal voltage becomes equal to the terminal voltage of , the charge warning lamp CL goes out and the field 14[f current starts to be supplied from the auxiliary diode 57.

Also, the voltage generated in the alternator armature coil 51 is applied to the resistors R+, R2 and the Zener diode A-Z.
When the voltage set by D is exceeded, the small signal transistor Tr3 is turned on, and the transistor Tr+ is turned off. At this time, the output voltage gradually decreases as the field current decreases until the transistor Tr1 is turned on again, and the load on the engine due to the power generation of the alternator 5 also decreases.

When the output voltage drops below the voltage set by the Zener diode ZD, etc., the transistor T
r+ is turned on and power generation begins.

Hereinafter, the constituent parts of this embodiment according to the present invention will be explained.

The clutch state detection means 2 includes a clutch OFF switch 2
Furthermore, the clutch OFF switch 21 outputs a level "1" output signal only when the clutch pedal 8 is fully depressed, and the clutch ON switch 22 outputs a level "1" output signal only when the clutch is engaged. Outputs an output signal of "1". At this time, in a state other than level "1", an output signal of level "0" is output.

An example of the clutch state detection means 2 is shown in FIG. 4(a).

and (b).

FIG. 4(b) shows the state of the clutch pedal 8, FIG. 4(a) shows the state where the clutch pedal 8 is fully depressed, and in FIG. 4(b), the upper end of the clutch pedal is Press the clutch ON switch 22 to turn the clutch ON switch 22 into the ON state, and as shown in FIG.
In a), the upper end of the clutch pedal 8 is cracked.
-The clutch OFF switch 21 is turned on by pressing the OFF switch 21.

That is, when the driver depresses the clutch pedal 8, the clutch pedal 8 rotates around the fulcrum provided at the upper part 81 of the clutch pedal, and the bushing rod (
The clutch master cylinder connecting rod) 85 releases the clutch engagement state and turns the clutch off switch 21 to O.
The upper end of the Taratuna pedal 8 is not in contact with either the clutch off switch 21 or the clutch on switch 22 at the time of transition such as when engaging the clutch. It is. Furthermore, even in the suppressed state, the switch 21
．． By providing a so-called "play" in 22, the signal output time can be adjusted, so it is possible to cope with changes in the engagement position of the clutch due to aging.

The gear position detecting means 3 outputs an output signal of level "1" when the gear position of the transmission is the first gear and the reverse gear position, and outputs an output signal of level "1" when the gear position of the transmission is in the first gear position, and when the gear position is in the reverse gear position,
N), a level [0-1 output)] signal is output in the second speed, etc.

The NOR circuit section 41 is a circuit having a NOR function, and outputs an output signal of level "1" only when the two output signals of the clutch state detection means 2 are both level "0".

The AND circuit section 42 is a circuit having an AND function, and outputs an output signal of level "1" only when the two output signals of the NOR circuit ff141 and the gear stage detection means 3 are both level "1". do.

The relay drive circuit 43 outputs a relay drive current only when it receives a signal of level "1" from the ANDI circuit section 42.

The relay circuit section 44 is driven by the relay drive current of the relay drive circuit 43, and receives this relay drive current (
), the switch 44a is closed and the resistor R3 is connected in series with the Zener diode ZD.

FIG. 3 is a timing chart showing the operations of the clutch state detection means 2 and the gear position detection means 3 in the circuit diagram shown in FIG. 21 is in the ON state, level NJ (ON), and when the clutch ON switch 22 is in the ON state, level rOJ (OFF).
), and the gear position detecting means 3 indicates that the gear position of the transmission is from neutral to L, which has the lowest output.
The output level is set to O level, and the output level is increased sequentially from the first gear so that the fifth gear has the highest output of 1 level.

In FIG. 3, the hatched area indicated by (A) indicates a transition state in which the clutch is gradually engaged when changing the gear position from neutral to first gear, and is the power generation poor reduction area in this embodiment. It is.

Further, when the clutch is disengaged or when the gear position is in the neutral position, the clutch signal changes approximately vertically because the clutch is operated quickly.

Next, the operation of this embodiment will be explained.

When a driver gets into a vehicle equipped with a manual transmission (M/T vehicle) equipped with the device of this embodiment and turns on the ignition switch K, the generator control device 1 is activated and the alternator 5 is also activated by the engine. Drive and start generating power.

Next, in order to start the vehicle, the driver depresses the clutch pedal 8 to change the gear position from the neutral position to the first gear, and operates the transmission lever to change the gear position to the first gear. At this time, the gear position detecting means 3 starts outputting an output signal of level "1".

Furthermore, in order to engage the clutch, when the foot pressure is gradually released while adjusting the pedal force, the ON state of the clutch OFF switch 21 is released in conjunction with the movement of the clutch pedal 8, and the clutch OFF switch 21 is released from the ON state. An output signal of level "0" is output.

At this time, since the clutch ON switch 22 also outputs the level rOJ until the clutch is completely engaged, the NOR circuit section 41 outputs the level "1" during this time.
” output signal.

The AND circuit section 42 has the level "
1" output signal and the level "1" of the gear stage detection means 3.
” and outputs an output signal of level “1” to drive the relay drive circuit 43.

The relay circuit section 44 is a relay drive I! of the relay drive circuit 43. In response to the current, the switch 44a is closed, the potential between the Zener diode ZD and the resistor R3 is increased, and the 1-transistor Tr+ is turned off by turning on the small signal transistor Trs.

Furthermore, the field current is reduced by turning off the transistor RL, which significantly reduces the power generation capacity of the alternator, thereby reducing the load on the engine caused by the alternator 5 due to power generation.

Furthermore, since this series of operations proceeds quickly, by the time the driver begins to engage the clutch to start the vehicle, the engine is hardly under any load from the alternator 5's power generation. can easily start the vehicle.

Roughly, the start and acceleration using the first gear are completed, and the output signal of the gear position detecting means 3 is at level "0" when accelerating from the second gear onwards, so the relay circuit section 44 is activated and the alternator 5 generates electricity. will not be reduced.

In the present embodiment, a description has been given of starting in the first gear for forward movement, but the same applies to the reverse gear used when reversing the vehicle, and visibility tends to be poor especially when reversing. Therefore, you have to concentrate your attention on preventing danger, and although it is more difficult, by implementing the present invention, it becomes possible to engage the ratchet as easily as when starting. This contributes to ensuring safety.

Furthermore, for example, the AND circuit section 42 and the relay drive circuit 14
An A-off switch may be provided between 3 and 3 to prevent over-discharge during traffic jams.

[Effects of the Invention] As described above, according to the present invention, since the start of the vehicle is detected using the clutch state detection means and the gear position detection means, the start of the vehicle can be detected before the clutch is engaged. Since the amount of power generation can be suppressed, better starting performance can be obtained and the vehicle can be started more easily.
Furthermore, since the driver does not have to pay attention to his surroundings, he can drive the vehicle more safely and comfortably.

[Brief explanation of drawings]

Fig. 1 is a diagram corresponding to claims, Fig. 2 is a circuit diagram showing an embodiment of the present invention, Fig. 3 is a timing chart showing the operation of Fig. 2, and Fig. 4 is a switch section that detects the engagement state of the clutch. The configuration is shown below. 1... Generator control device 2... Clutch state detection means 3... Gear stage detection means 4... Power generation m control means agent Patent attorney Yasuo Miyoshi No. 1II Figure 4 (a) No. 4 Figure (b)

Claims (1)

[Claims] (1) In a control device that controls the amount of power generated by a vehicle generator that uses an engine as a drive source, a clutch state detection means that detects a clutch engagement state and a gear position detection means that detects a gear position of a transmission and power generation amount control means capable of controlling at least the amount of power generated by the generator in response to the output signal of the clutch state detection means and the output signal of the gear position detection means. Machine control device.