JPS6332919Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention uses an idle solenoid that puts the engine in an idling state and an accelerator solenoid that shifts the engine from an idling state to an accelerator state in an engine control device, particularly in a diesel engine drive power generator. In an engine control device that has a solenoid and controls the engine to slow down when no load is applied to the engine, the above-mentioned The present invention relates to an engine control device that performs control such as cutting off energization of both an idle solenoid and an accelerator solenoid.

In an engine control system when a generator is driven by a diesel engine, there are three states: a glow state to preheat the engine, a start state to start the engine, an on state to keep the engine running, and a stop state to the engine. a key switch having at least a corresponding off state;
This is configured to control the engine.

In such an engine-driven power generation device,
When an abnormality occurs in the hydraulic system or other parts, the engine is controlled to stop, but the hydraulic system or other parts may appear to be in an abnormal state immediately after the engine starts, so the applicant has taken this into consideration. We proposed the above engine stop device (publication number 57-50509). However, recently, so-called slow-down control has been developed to reduce energy consumption by automatically returning the engine to idling when the load on the generator (and therefore the engine load) is reduced. As functions have been added, it has been considered to apply the configuration according to the above proposal to an engine control device having the above slow-down control function.

Furthermore, if the engine is put into the accelerator state immediately after being started, there is a drawback that the life of the engine will be shortened, for example, because the piston is not sufficiently filled with oil.

The present invention aims to solve these problems, and will be described below with reference to the drawings.

FIGS. 1 and 2 together show the structure of an embodiment of the present invention, which together constitute one drawing.

In FIG. 1, reference numeral 1 represents an engine starting battery 2 which is a key switch having a glow state, a start state, an on state and an off state. 3 is an idle solenoid, 4 is a relay for energizing the idle solenoid, and 5, located at the lower left end of Figure 1, is an auxiliary generator installed separately from the main generator driving the engine, which generates AC voltage when the engine is rotating. 6 is a first photo coupler for detecting engine rotation, 7 is a second photo coupler for detecting engine rotation, and 8 is a relay for controlling when an abnormality occurs.

When the key switch 2 is set to one of the glow state, on state, and start state, the voltage of the battery 1 is applied to the power line shown, and the idle solenoid 3 is energized as described later. Ru. When the engine reaches an idling state, an alternating current voltage is generated in the auxiliary generator 5 mentioned above, and the photo couplers 6 and 7 are turned on. When the photo coupler 6 is turned on, it is used to control the idle solenoid, and when the photo coupler 7 is turned on, the slow down drive circuit shown in FIG. is created.

In FIG. 2, 9 is a slow down drive circuit, 10 is an accelerator solenoid, 11 is an accelerator solenoid energizing relay, 12 is an engine load detection section, 13 is a time limit circuit for engine startup, 1
4 represents a relay control circuit.

The operation will be specifically described below with reference to FIG. 1 and FIG. 2.

[A] When the key switch is in the start state.

(1) The voltage of the battery 1 is applied to the power line shown in the figure, and the voltage is supplied to the terminal 15 at the right end center in the figure 1, and at the same time, the voltage is supplied to the relay 11 shown in the figure 2.
A voltage is applied to the contact part of.

(2) By applying voltage to terminal 15,
Transistor 16 inserted in series with relay 4 is turned on, relay 4 is energized, and idle solenoid 3 is energized.

(3) At this time, the abnormality control relay 8 is kept in a non-energized state. That is, for a while after the engine is started (after the idle solenoid 3 is energized), the transistor 17 inserted in series with the relay 8 remains off even if an abnormal condition occurs, as will be described later. It is configured so that it is maintained.

(4) As the idle solenoid 3 is energized, the engine is started and the illustrated auxiliary generator 5 is activated.
When an alternating voltage appears at , photo couplers 6 and 7 are turned on, respectively.

(5) When photo coupler 6 is turned on, transistor 18 is turned on, and then transistor 19 is turned on.
is turned on, transistor 20 is turned off, and charging of capacitor 21 is started. When the terminal voltage of the capacitor 21 reaches a predetermined value,
That is, after a predetermined period of time has passed after the engine is started, the NOR element 22 enters a state in which it emits a logic "0".

(6) Under this condition, if, for example, the pressure in the hydraulic system drops abnormally or the water temperature becomes abnormal, the Noah element 25 operates via the NAND elements 23 and 24.
Transistor 26 is turned on, transistor 17 described above is turned on, and relay 8 is energized. The results will be discussed later, but here we will explain that once a predetermined period of time has elapsed after the engine has been started, control to deal with abnormal conditions in the hydraulic system etc. becomes effective, and even if an abnormality is detected until then, It can be assumed that this will also be invalidated.

(7) When the photo coupler 7 mentioned above is turned on, the transistor 27 is turned on, and then the transistor 28 is turned on, and the voltage at the terminal 15 is passed through the transistor 28 to the slow down drive circuit shown in FIG. 9 to terminal 29. That is, the slow down drive circuit 9 is notified that the idle state has been entered.

(8) As a result, battery voltage is applied to the power supply line 31 via the resistor 30,
The time limit circuit 13 for engine startup is activated.
That is, a voltage is applied to the input terminal of the comparator 32, and the comparator 32 generates a logic "1" to keep the transistor 33 in the ON state until the capacitor C is charged, but the capacitor C finishes being charged. Then, the comparator 34 turns on and off the transistors 35 and 36 depending on the presence or absence of the load detection signal from the engine load detection section 12.

(9) That is, in the engine load detection section 12,
A Hall effect element is used, and when a load occurs, it causes the voltage of the capacitor 37 to drop rapidly, and the comparator 34 issues a logic "1",
Turn on transistors 35 and 36. This energizes the relay 11 and energizes the accelerator solenoid 10. That is, the engine is caused to shift from an idle state to an accelerator state. Furthermore, when a predetermined period of time determined by the time limit circuit 13 has elapsed after the engine has been started, the control based on the output from the engine load detection section 12 becomes effective, and when a load occurs, the engine is automatically shifted to the accelerator state.

(10) Under the accelerator state, when the load is reduced, the capacitor 37 starts charging, and when the terminal voltage of the capacitor 37 reaches a predetermined value, the comparator 34 outputs a logic "0". That is,
Transistors 35 and 36 are turned off and relay 1
1 is removed, accelerator solenoid 10
The engine is no longer energized and the engine automatically returns to idle.

[B] When the key switch is on.

(11) The key switch 2 is configured to automatically enter the on state when the key switch 2 is pulled to the above-mentioned start state and then released.

(12) The operation of the key switch when it is in the on state is not substantially different from the state after the engine has been started in the start state, within the range shown in FIGS. 1 and 2. When the engine is under load, the slow-down drive circuit is activated.

(13) If the engine is stopped,
With the key switch in the on position,
After a predetermined period of time has elapsed, the terminal voltage of the capacitor 39 reaches a predetermined level via the resistor 38 located at the upper center in FIG. As a result, the transistor 42 passes through the NAND elements 40 and 41.
(However, since photocoupler 6 is on when the engine is running, transistor 42 does not turn on). As a result, the transistor 16 inserted in series with the relay 4 is turned off.
The relay 4 is deenergized, the idle solenoid 3 is deenergized, and unnecessary current from the battery 1 is prevented from flowing through the solenoid.

[C] When the key switch is in the glow state.

(14) As mentioned above, if the key switch 2 is undesirably left on, the idle solenoid 3 is deenergized after a predetermined period of time. However, the glow state in key switch 2 corresponds to the state in which the engine is preheated.
In this case, it is desired to energize the idle solenoid 3 at the same time as preheating the engine.

(15) For this reason, when placed in a glow state,
The voltage of the battery 1 is applied to a terminal 43 located on the upper left side of FIG. 1.

(16) As a result, the transistor 44 is turned on, and the charge in the capacitor 39 described in connection with the above operation (13) is discharged. As a result, the terminal voltage of the capacitor 39 does not rise;
As in the case of operation (13) above, transistor 4
2 is never turned on. That is, it is possible to preheat the engine until desired.

[D] When an abnormality occurs after the engine starts.

(17) As mentioned above, if a predetermined period of time has passed after the engine has been started, if an abnormality occurs in the hydraulic system or water temperature after this point, the above operation (6) will occur.
Transistor 26 can now be turned on, as described in connection with FIG.

(18) When the transistor 26 is turned on, the transistor 17 inserted in series with the relay 8
is turned on, and relay 8 is energized.

(19) As a result, the on state of the transistor 17 is maintained, and the battery voltage is applied to the point 45 located at the lower center in FIG.

(20) As a result, the transistor 42 is forcibly turned on via the diode 46, and as a result, the idle solenoid 3 is turned off.

(21) Also, the transistor 49 is forcibly turned on via the diode 47. As a result, the transistor 27 is turned off, the transistor 28 is turned off, and the battery voltage supplied to the terminal 29 of the slowdown drive circuit 9 shown in FIG. 2 disappears. Therefore, the second
The illustrated accelerator solenoid 10 is turned off.

(22) As in the above operations (20) and (21), idle
By forcibly turning off the solenoid 3 and the accelerator solenoid 10 together, the engine is forced to stop. Furthermore, Utility Model Publication No. 57-50509 proposed earlier by the present applicant
In the case disclosed in the patent publication, the engine could be forcibly stopped simply by turning off the solenoid located at the position corresponding to the idle solenoid 3 shown in Figure 1 of the present application, but in the case of the present application The idle solenoid 3 and the accelerator
The engine is stopped by turning off both the solenoid 10 and the solenoid 10 at the same time.

(23) When the battery voltage is applied to the point 45 as described above, the battery voltage is applied to the resistor 50 via the diode 48. As a result, before that, via the diode 51 and the resistor 50,
While the capacitor 52 has been discharged, the diode 51 is turned off and the capacitor 52 starts charging.

(24) When the voltage of the capacitor 52 increases and reaches a predetermined level, via the NOR elements 53 and 54,
Transistor 56 is turned on.

(25) When the transistor 56 is turned on, the transistor 1 that has been kept in the on state until then is turned on.
7 is forcibly turned off. As a result, relay 8
is deenergized, and the battery voltage that was being supplied to the transistor 42 via the diode 46, to the transistor 49 via the diode 47, and to the resistor 50 via the diode 48 is dissipated. That is, it is reset to the expected state. Needless to say, care has been taken to ensure that the engine remains stopped for a sufficient amount of time from the time the engine is stopped by operation (22) until the reset state is reached as described above. Needless to say, there are.

The operation of the entire apparatus according to one embodiment of the present invention has been described above. Next, the operation of the slow down drive circuit shown in FIG. 2, which forms part of the features of the present invention, will be explained in more detail.

FIGS. 3a and 3b are waveform diagrams showing the voltages at the input terminals of comparators 32 and 34, respectively.

(26) As described in operation (7) above, when the slow-down drive circuit 9 is notified that the engine has entered the idle state, the battery voltage is applied to the power supply line 31 via the resistor 30,
The time limit circuit 13 for engine startup is activated.
At this time, the reference voltage V _R1 set by the resistors 57 and 58 is applied to the (+) input terminal of the comparator 32. On the other hand, comparator 3
Terminal voltage V _C1 of capacitor C is applied to the (-) input terminal of No. 2. As described above, when the battery voltage is applied to the power supply line 31 (time
t ₁ ), capacitor C is charged via resistors 59 and 60, and the terminal voltage V _C1 of the capacitor rises. This rising speed is the capacitor C
is determined by the time constant of the CR network containing
Until the voltage V _C1 reaches the reference voltage V _R1 (time t ₂ ), the comparator 32 issues a logic “1” and the transistor 33 is kept in the on state.

(27) Therefore, the constant voltage V _S of the power supply line 31 is applied to the (-) input terminal of the comparator 34 of the relay control circuit 14 via the transistor 33. On the other hand, (+) of the comparator 34
A reference voltage V _R2 set by a resistor 61 and a resistor 62 is applied to the input terminal, and this reference voltage V _R2 is smaller than the voltage V _S. Therefore, comparator 34 issues a logic "0". In the above state before time _t2 , the capacitor 37 of the relay control circuit 14 is connected to the transistor 33.
, and is forcibly held at a constant voltage, so even if the engine load detection section 12 generates a load detection signal, it will not be discharged, and will be described later. As such, the accelerator solenoid 10 is never energized. In other words, the relay control circuit 14
is not controlled by the load detection signal from the engine load detection section ₁₂ until a predetermined time has elapsed, that is, until time t2.

(28) When the terminal voltage V _C1 of the capacitor C of the time limit circuit 13 exceeds the reference voltage V _R1 at time t ₂ , the comparator 32 issues a logic “0” and turns off the transistor 33 . If the engine load detection section 12 does not detect a load in this state, the capacitor 3
7 is not discharged, the logic output of comparator 34 remains at logic "0", and accelerator solenoid 10 is not energized.
When the engine load detection unit 12 detects the load,
Relay control circuit 14 operates as described below to energize accelerator solenoid 10. That is, the relay control circuit 14 is in a state where it can be controlled by the load detection signal from the engine load detection section 12.

(29) When the engine load detection section 12 generates a load detection signal, the capacitor 37 is discharged to the load detection section 12 via the resistor 63, and the capacitor 37
The terminal voltage V _C2 rapidly decreases to the voltage V ₀ shown in FIG. 3 (time t ₃ ), and becomes lower than the reference voltage V _R2 . At this time, the comparator 34 outputs a logic "1", turning on the transistors 35 and 36. Therefore, relay 11 is energized and accelerator solenoid 10 is energized. That is, the engine is caused to shift from the idle state to the accelerator state.

(30) Furthermore, under the relevant accelerator state, when the load disappears, the load detection section 12 no longer generates a load detection signal, and therefore the capacitor 37 is connected to the resistor 6.
4, 65, and 63 (time t ₄ ). As a result, the terminal voltage of capacitor 37 is
When V _C2 , that is, the voltage at the (-) input terminal of the comparator 34 gradually rises and reaches the reference voltage V _R2 (time t ₅ ), the comparator 34 becomes logic "0".
emits. As a result, transistors 35 and 36
is turned off, the relay 11 is deenergized, the accelerator solenoid 10 is deenergized, and the engine is returned to the idle state.

(31) After that, when a load is applied to the engine (time t ₆ )
The slow down drive circuit 9 repeats the same operation as described above.

As is clear from the above explanation, the engine control device of the present invention equipped with a slow-down control function prevents the engine from being stopped due to an apparent abnormality immediately after the engine starts. As piston friction caused by lack of oil in the piston is reduced, the life of the engine can be extended.

[Brief explanation of the drawing]

1 and 2 are circuit diagrams showing one embodiment of the engine control device of the present invention, and FIG. 3 is a voltage waveform diagram for explaining the operation of the slowdown drive circuit shown in FIG. 2. 2... Key switch, 3... Idle solenoid, 4... Relay for energizing the idle solenoid, 5... Auxiliary generator, 6, 7... Photo coupler, 8... Relay for controlling when an abnormality occurs, 9 ... Slow down drive circuit, 10 ... Accelerator solenoid, 11 ... Accelerator solenoid energizing relay, 12 ... Engine load detection section, 13 ... Time limit circuit for engine startup, 14 ... Relay control circuit , 32, 34... comparator.

Claims (1)

[Scope of utility model registration request] a key switch having at least a glow state for preheating the engine, a start state for starting the engine, an on state for connecting rotation of the engine, and an off state for stopping the engine;
an idle solenoid that is energized by battery voltage to shift the engine to an idle state in response to the glow, start, and on states of the key switch; An engine control device comprising a slow-down drive circuit having an accelerator solenoid that shifts the engine to an accelerator state when applied with an accelerator solenoid and returns the engine to the idle state when no load is applied. When an abnormal condition occurs, including a system abnormality, the above idle solenoid and the above accelerator
and an abnormal stop circuit that cuts off energization to both the solenoid and the idle solenoid, and the abnormal stop circuit is configured to remain inactive until the idle solenoid is energized and the rotation of the engine reaches a predetermined level. .An engine control device further characterized in that the slow-down drive circuit is configured to be able to shift the engine to an accelerator state after a predetermined time has elapsed when the engine is started.