JPS6368444A - Dual-mode method operating heater for windshield glass - Google Patents

Abstract

(57) [Abstract] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a method and apparatus for providing a de-icing and defogging mode of operation to a heated windshield of a propelled vehicle.

SUMMARY OF THE INVENTION The present invention is particularly applicable to windshield heaters of the high power type using resistive elements formed by transparent films or layers uniformly distributed in or on the window glass.
The present invention also particularly provides an automatic mobile vehicle with an engine-driven generator for powering a windshield heater element in response to engine idling speed when the automatic mobile vehicle's transmission is in a parked or neutral state. Applicable to the body.

The dual mode system according to the present invention is described in claim 1.
It has the characteristics specified in paragraph.

In one aspect, the present invention contemplates a Z deicing mode of operation in which the heater elements are energized at maximum power to produce maximum heat to effectively remove ice and frost from the outer surface of the windshield. The deicing operation mode is started in response to a deicing command issued by the driver, and ends when a predetermined period of time has elapsed after the start of the deicing operation mode, or in response to the first off command issued by the driver. .

Viewed from another aspect, the invention provides that the heater element is energized with a small amount of electrical power to create a small amount of heat that effectively removes condensate from the inside surface of the windshield and/or deposits ice or frost on the outside surface of the windshield. A defogging mode of operation is envisioned to help prevent the formation of fog. The defogging operation mode is activated after a predetermined period of time has elapsed after the start of the defogging operation mode, if the start of the defogging operation mode is not performed in response to a defogging command issued by the driver or a driver's off command. End in response to the first thing that happens.

In a preferred embodiment of the invention, the de-icing mode of operation is only possible when the vehicle's transmission is in park or neutral, and the idle speed of the mobile engine is increased above the normal idle speed. , to ensure that the electrical power produced by the engine-driven generator is sufficient to meet the combined power requirements of the windshield heater element and other mobile loads during the de-icing mode of operation.

In another embodiment of the invention, energization of the windshield heater may occur during abnormally high windshield temperature conditions, abnormally low battery voltage conditions, abnormally low-low current conditions, and vehicle ignition shutdown. be terminated or prohibited in response to the detection of

According to one embodiment of the invention, there are three input switches operated by the driver. In an alternative embodiment of the present invention, a single input switch is used for all three commands, namely a de-ice command switch, a defog command switch, and an off command switch. In operation, the latter embodiment is characterized by a timed cycle and a continuous cycle.

Viewed from the perspective of a single switch embodiment, the timing cycle is initiated in response to the operator actuating a single switch while the mobile transmission is in park or neutral (de-icing command ), and can then be terminated at any time by the driver operating a switch. (Constituting an OFF command.) Similarly, successive cycles are initiated in response to the operator's first actuation of a single switch when the mobile transmission is in a state other than park or neutral (i.e., when the vehicle transmission is in a state other than park or neutral). (constitutes a take command) and then terminates in response to the driver actuating a switch. Another way of looking at the single switch embodiment (which constitutes an OFF command) is that the timing cycle starts when the timing cycle is started (if it has not finished earlier) and after its start. A high heat de-icing mode of operation is provided that terminates in response to the first occurrence of expiration of a predetermined period of time or shifting the mobile transmission to a position other than park or neutral. The timing cycle further includes (if not terminated first) a low heat defogging mode of operation that is initiated in response to the termination of the de-icing mode of operation and terminates after a predetermined defogging period has elapsed after its initiation.

The continuous cycle consists of a low heat defogging mode of operation that begins when the continuous cycle begins and ends when it ends.

These and other aspects, advantages and features of the invention will be best understood by reference to the following four-part detailed description. Part I is generally directed to examples of low voltage mobile electrical circuits to which the invention is particularly applicable. Part (2) generally describes the DC high voltage power supply of the present invention.

Part 1 generally describes the dual mode windshield heating control surface of the present invention. Part 1 is generally directed to the digital computer fabrication of the dual mode windshield heating control surface of the present invention. The detailed disclosure includes the accompanying drawings.

■ Regarding the drawings, Fig. 1 includes an electric circuit 10 for a low voltage DC self-propelled vehicle, and a storage battery 12 is a DC low voltage electric circuit 10.
DC) provides low voltage, nominally 14 volts, reserve power. A positive terminal of the storage battery 12 is connected to a DC power line 14,
On the other hand, the negative terminal of storage battery 12 is connected to circuit ground 16 .

Normally open contact 1 which is also part of the vehicle ignition switch
Connected via 8 between DC power line 14 and circuit ground 16 are various DC low voltage loads, collectively represented by block 20 . DC low voltage loads 20 will typically include such things as starting motors, mobile lights, radios, electrical meters, cigarette lighters, power door locks, power seat adjusters, power window operators, and the like.

The electrical circuit 10 also includes a fixed output or phase winding 24a.
, 24b and 24e and a rotating field winding 26 mechanically driven by a mobile engine 28.
) A generator 22 is provided. During operation, a three-phase AC low voltage having an amplitude determined by the amount of current supplied through the rotating field winding 26 and a frequency determined by the rotational speed of the rotating field winding 26 is applied to the phase windings. It is created between 24a, 24b and 24c. Three-phase AC low voltage is AC power line 30a,
30b and 30e.

The bridge type three-phase full-wave rectifier 32 is connected to the AC power line 3, respectively.
It includes positive polarity diodes 34a, 34b and 34c connected between 0a, 30b and 30c and the DC power line 14. The rectifiers 32 further each have an AC power line 30a,
Negative polarity avalanche diodes 36a, 36b and 36 connected between 30b and 30c and circuit ground 16
E is provided. During operation, a number of impregnations occur.

The three-phase AC outputted by the three-phase AC generator 22
In response to the low voltage, the voltage is rectified to provide a DC low voltage between DC power line 14 and circuit ground 16 to charge battery 12 and supply various DC low voltage loads 20 of the self-propelled vehicle.

Voltage regulator 38 responds to the magnitude of the DC low voltage output by rectifier 32 between DC power line 14 and circuit ground 16 from battery 12 via rotating field winding 26 of three-phase AC generator 22. Adjusting the amount of current provided and correcting the amplitude of the three-phase AC voltage to provide the desired magnitude of DC low voltage, e.g., 14 volts nominal, between DC power line 14 and circuit ground 16 when rectified by rectifier 32 The voltage regulator 38 created between the
98.964 or 4.636°706.

As stated above, it should be understood that the electrical circuit 10 of the self-propelled vehicle is of a single type and is shown for illustrative purposes only and is not intended to limit the invention.

As will be apparent to those skilled in the art, various modifications may be made to the electrical circuit 10 within the scope of the present invention; in particular, the three-phase AC generator 22 may be of other known types. It can also be used to supply the required three-phase AC low voltage.

■ In the case of self-propelled vehicles, the C voltage is substantially greater than the DC low voltage (e.g. nominally 14 volts) supplied in the electrical circuits of conventional vehicles of the type previously mentioned. In some cases, it may be necessary or desirable to electrically energize ancillary loads, etc.

An example of such a high voltage load is a windshield heater of the type where the window glass is provided with a transparent resistive layer or film. For such windshield heaters, the terminal-to-terminal resistance of the heater element is on the order of 2 to 4 ohms, and a DC voltage that is several times the nominal 14 volt DC voltage of a typical automatic vehicle electrical circuit is applied to the windshield. The present invention provides an automatic propulsion system useful for advantageously energizing DC high voltage loads such as high power windshield heaters. This provides a DC high-voltage power supply for mobile objects.

A DC high voltage load 40, which is a high power windshield heater of the type described in connection with the drawings, is schematically shown as an ungrounded resistor. The DC high voltage power supply for energizing the DC high voltage charge 40 includes a three-phase autotransformer 42, a three-phase full-wave bridge rectifier 44, and a pair of switching relays 46 and 48.

Three-phase autotransformer 42 is connected in a wye configuration and has an ungrounded neutral node or terminal at 52, phase winding 50a.

50b and 50c. Phase winding 50a, 5. Ob and 50c are input terminals, that is, taps 4a, 54b and 54.
a first set of input terminals or taps 56a, 5
6b and 56c, and an output terminal 58a,
58b and 58e.

In operation, the three-phase autotransformer 42 responds to the application of the three-phase AC low voltage output by the three-phase AC generator 22 by increasing the amplitude of the same voltage to the output end preload terminal 58a. , 58
A first three-phase AC high voltage is generated at input terminals 56a, 56b and 58c, while a three-phase AC low voltage is generated at input terminals 56a, 56b and 56c.
when applied to the second set consisting of output terminals 58a, 58
A second three-phase AC high voltage is created at b and 58c.

Phase windings 50a, 50b and 50c of three-phase autotransformer 42
It will be appreciated that each of The phase winding t150 is formed by the length of a, while 2
The next winding is formed by the entire length of phase winding 50a between output terminal 58a and neutral node 52. The amplitude of the AC voltage thus created is the voltage applied between the input terminal 54a and the neutral node 52. is larger than the amplitude of The same applies to the remaining two phase windings 50b and 50c.

Therefore, the spacing along the phase windings 50a, 50b and 50c between the first set of input terminals 54a, 54b and 54c and the second set of input terminals 56a, 56b and 56c is equal to the distance between the neutral node 5
2, a first set of input terminals 54a, 54b and 54c and an output terminal 58a.

A step-up voltage transformation ratio provided by three-phase autotransformer 42 between input terminals 58b and 58c is input terminal 56a.

a second set of 56b and 56c and an output terminal 58a.

58b and 58c. As a result, the amplitude of the first three-phase AC high voltage is greater than the amplitude of the second three-phase AC high voltage.

A three-phase autotransformer 42 has separate isolated primary windings and two
Note the advantages in cost, size and efficiency compared to transformers with secondary windings.

These advantages are particularly important for motor vehicles such as the present invention, where price, size, and efficiency are important concerns.

The three-phase full-wave bridge rectifier 44 includes positive polarity diodes 60a, 60b connected between each of the output terminals 58m, 58b, and 58c of the three-phase autotransformer 42 and one load terminal 62 of the DC high voltage load 40. and 60c.

Furthermore, the three-phase full-wave bridge rectifier 44 is connected to the three-phase autotransformer 4.
2 output terminal 58a.

Negative polarity diodes 64m, 64b and 64c are provided between each of 58b and 58c and the other load terminal 66 of the DC high voltage load 40, which are grounded.

In operation, three-phase full-wave bridge rectifier 44 is responsive to first and second three-phase AC high voltages appearing at output terminals 58m, 58b, and 58c of three-phase autotransformer 42, rectifying the same voltages; DC high voltage load 4 between ungrounded load terminals 62 and 66
providing corresponding first and second DC high voltages between 0 and 0;

Consistent with the difference in amplitude between the first and second three-phase AC high voltages, the magnitude of the first DC high voltage is greater than the magnitude of the second DC high voltage.

Capacitors 68 and 70 are connected between circuit ground 16 and load terminals 62 and 66, respectively, to suitably suppress radio frequency interference (RFI) radiating from the diode switching action taking place within three-phase full-wave bridge rectifier 44. .

If desired, similar RFI suppression capacitors can be provided at other points in the circuit, such as between each of the AC power lines 30a, 30b, and 30 and circuit ground 16.

A pair of switching relays 46 and 48 connect the three-phase AC generator 22
The three-phase AC low voltage is controlled to be applied from the three-phase autotransformer 42 to the three-phase autotransformer 42 . In particular, the first switching relay 46 has contacts 74m, 74b and 74c which are normally open when energized.
Closes the three-phase AC low voltage from the AC power lines 30a, 30b, and 30c of the three-phase AC generator 22 to the input terminal 54a of the three-phase autotransformer 42.

A coil 72 is provided which serves to apply voltage to a first set of 54b and 54c, respectively. Instead, the second switching relay 48 has contacts 78a that are normally open when energized.
, 78b and 78c from the AC power lines 30a, 30b and 30c of the three-phase AC generator 22 to the three-phase autotransformer 42.
A coil 76 is operative to apply a three-phase AC low voltage to a second set of input terminals 56a, 56b and 56c.

In short, when the first switching relay 46 operates, the three-phase autotransformer 42 and the three-phase full-wave bridge rectifier 44 switch between the three-phase A
The three-phase AC low voltage output by the C generator 22 is transformed and
Alternatively, a second switching relay 48 serves to rectify and provide a first or upper level DC high voltage across the load terminals 62 and 66 to energize the DC high voltage load 40 with high (maximum) power. When operated, the three-phase autotransformer 42 and the three-phase full-wave bridge rectifier 44 transform and rectify the three-phase AC low voltage output by the three-phase AC generator 22 to the load terminal 62.
A second or lower level DC high voltage is provided between 66 and energizes the DC high voltage load 40 with lower power.

To control the operation of praise relays 46 and 48, the present invention contemplates a suitable controller 80, which comprises:
In its most basic form, it is provided by a manually operated switch 82 with a movable contact 84 and three fixed contacts 86, 88 and 90 corresponding respectively to the off, maximum power and low power positions of the manually operated switch 82. be able to. Movable contact 84 is connected to DC power line 14 . Fixed contacts 88 and 90 are connected to coils 72 and 76, respectively, while fixed contact 86 is not connected. In the maximum power position of the manually operated switch 82, the movable contacts 84 engage the stationary contacts 88 and the transfer relay 46 is activated so that the DC high voltage load 40 is at the maximum power energized by the first DC high voltage. In the low power position of the manually operated switch 82, the movable contacts 84 engage the fixed contacts 90 and the switching relay 48 operates, causing the DC high voltage load 40 to energized by a DC high voltage of //
b (Low) Initiates and sustains power operating mode.

In the OFF position of the manually operated switch 82, the movable contact 84 engages the non-connected fixed contact 86 and deenergizes the transfer relays 46 and 48 to enable either the maximum (high) power mode or the small (low) power mode. In this case, further energization of the DC high voltage load 40 is terminated and prohibited.

A set of single-turn input taps (e.g., set 54a) is within the scope of the present invention.
, 54b and 54c or sets 56a, 56b and 56c), as well as correspondingly adding or removing switching relays (e.g., relays 46 and 48). It will be easily understood that the level can be obtained,
Furthermore, it will be apparent that switching relays 46 and 48 may be replaced with other equivalent switching elements or configurations within the scope of the present invention.

The DC high voltage power supply of the present invention (as discussed above with respect to specific examples) can provide many advantages, some of which merit special attention.

Referring to FIG. 1, a DC high voltage load 40 is shown as a resistor having ungrounded load terminals 62 and 66. The DC high voltage developed across the DC high voltage load 40 under these conditions is symmetrical with respect to the potential at the neutral node 52 of the three-phase autotransformer 42. In other words, load terminal 6
2 and the potential of the load terminal 66 are the three-phase autotransformer 42.
The neutral node 52 of the zero-order three-phase autotransformer 4.2, which has an equal upper and lower relationship with respect to the potential of the neutral node 52, is at the potential of the virtual neutral point of the three-phase AC generator 22. and is at a potential equal to approximately half the nominal magnitude of the DC low voltage of electrical circuit 10, ie, half the potential between DCC power line 11 and circuit ground 16.

FIG. 2 shows the above DC voltage relationship.

(2) is the DC voltage generated in the DC high voltage load I 40 between the load terminals 62 and 66. ■1 is the DC voltage appearing between the neutral node 52 of the three-phase autotransformer 42 and the load terminal 62 of the DC high voltage load 40, and is equal to half of ■, v2 is the DC voltage appearing between the neutral node 52 of the three-phase autotransformer 42 and the load terminal 62 of the DC high voltage load 40; neutral nodes 52 and D
DC appearing between the load terminal 66 of the high voltage load 40
voltage, also equal to half of V, where V is D
C is the DC voltage developed between power line II LO 14 and circuit ground 16.

V is the DC voltage appearing between the DC power line 14 and the neutral node 52 of the three-phase autotransformer 42 and is equal to half of V, and ■ is the circuit ground LOY 16 and the neutral of the three-phase autotransformer 42. The DC voltage appearing between the node 52 and the node 52 is equal to half of ■.

LO In Figure 2, the high voltage ■ is higher than the DC low voltage V
LO is also shown as approximately three times larger, but is for illustrative purposes only and is not intended to limit the invention in any way.

As is clear from the DC voltage relationship shown in FIG. 2, the potential at load terminal 62 is higher than circuit ground 16, but the potential at load terminal 66 is lower than circuit ground 16. Therefore, the voltage used to inadvertently discharge one of the load terminals 62.66 to circuit ground 16 is
This is considerably lower than in the case of mobile electrical circuits where one of the two is grounded.

For example, in the latter type of mobile electrical circuit, if load terminal 66 is connected to circuit ground 16, high DC voltages may be present at ungrounded load terminal 62 for inadvertent discharge to circuit ground 16. You will be able to use the whole thing.

The greater the DC high voltage, V, relative to the DC low voltage, V, is, the greater the LOHl, the more voltage is available for inadvertent discharge to circuit ground 16 that would otherwise be available for such an inadvertent discharge. The advantage that the present invention has in maximizing the reduction to approximately half of the voltage that would otherwise be present is magnified.

This advantage of the present invention is highly effective in reducing the chance and severity of electric shock and arcing associated with accidental voltage discharges.

Another advantage of the present invention is that switching relays 46 and 48 (or the like) are provided so that the DC high voltage load 40 can be powered by the three-phase AC generator 22 only when required. The advantage is that the three-phase AC low voltage can be selectively applied to the three-phase autotransformer 42. During all other times, switching relays 46 and 48 are operated by suppressing the three-phase AC low voltage from three-phase autotransformer 42 if three-phase autotransformer 42 is otherwise selectively energized. This advantage of the present invention can avoid the various energy losses that would otherwise be caused in the case of electrical circuits for automated vehicles, where a reduction in energy consumption results in an increase in the fuel economy of the vehicle. It is particularly useful for Coils 72 and 76 and contacts 74 of switching relays 46 and 48
a, b, c and 78a.

To facilitate the design requirements of b and c, conventional electrical design practice is to design a three-phase autotransformer that is the output or secondary side of a voltage step-up transformer, such as three-phase autotransformer 42. 42 high voltage/
It is stated that switching relays 46 and 48 should be placed on the low current side. The present invention differs from the standard design described above in that the switching relays 46 and 48 are located on the input or primary side of the three-phase autotransformer 42, which is the low voltage/high current side of the three-phase autotransformer 42. It would go against the purpose.

Yet another advantage of the present invention is that the phase winding 1150a of the three-phase autotransformer 42 is not on the output or secondary side.

Input terminals are connected to the input side of b, c, that is, the primary side.4 a, b, c
and 56a, b, and e by arranging the first and second sets of step-up ratio changing taps. As input or primary tabs, the set of taps 54 a, b, c and 56
By using a, b, and c, all phase windings 50 a, b, and c of the three-phase autotransformer 42 can be utilized as the secondary windings of the transformer for both step-up ratios. . In contrast, if the output or secondary tap is used, the full-phase windings 50a, b, c or less should be utilized as the ten-lance secondary winding to reduce the step-up ratio of the two. This is inefficient since all phase windings 50a, b, c still have to be energized when using the lower step-up ratio. Furthermore, three-phase AC generator 2
For a given output power rating of 2, the output or secondary tapping requires more core material and or having a number of turns would require it to be heavier and/or larger,
This is extremely disadvantageous in the case of electrical circuits for automated vehicles, where weight and space constraints are severe. Step-up ratio changing taps 54 a, b, c and 56 of the three-phase autotransformer 42
a, b, c and contacts 74a of switching relays 46 and 48,
The above advantages of the present invention with respect to the particular configuration of 78a, b, c and 78a, b, c are best understood by looking at FIGS. 3A and 3B, in particular FIG. Transformer tapping and switching configurations are shown. For comparison, FIG. 3B shows the opposite "secondary side" transformer tapping and switching configuration; FIGS. 3A and 3B show the high power tap 54 and associated contact 74 and the low power tap 56 and associated contact 7, respectively.
The illustration is limited to the single-phase winding 50 of the three-phase autotransformer 42 including 8 and 8.

Before discussing FIGS. 3A and 3B in detail, it may be helpful to discuss some design considerations regarding the three-phase autotransformer 42 of the present invention. The magnetic flux level φ of the three-phase autotransformer 42 is given by the following equation.

(1) φ=KE/FN However, K is a constant (approximately equal to 0.225×10”).

E is the voltage output of the three-phase AC generator 22 that is maintained constant by the action of the voltage regulator 38, F is the operating frequency of the three-phase AC generator 22 driven by the mobile engine 28, and N is the Phase autotransformer 42 and one bank tstn Hikari Care Interchange ≠ / I'l upper h: The magnetic flux level φ of the tilted line voltage booster 42 is the inverse of the product of the generator frequency F and the number of turns N of the primary winding. It turns out that they are proportional.

For maximum efficiency, this product is
−H Maximum value φ that gives an operating point just below the saturation point of the operating curve
It is desirable to maintain a magnetic flux level φ at the seagull. However, B is the magnetic flux per unit area of the transformer core, and H is the ampere turns per unit length of the transformer core. If φ is replaced with φhan in equation (1), the following equation is obtained.

(2)　φrin=KE/FN If we replace the terms in the above equation, we get the following equation.

(3) FN=KE/φTsuru However, the value of KE/φ- is a constant.

The frequency F of the generator is determined by the combined power conditions of the DC high voltage load 40 and the DC low voltage load 20 relative to the frequency versus voltage output curve of the three-phase AC generator fi 22. The lowest operating frequency of the three-phase AC generator 22 is experienced at the lowest operating speed of the mobile engine 28, which is typically the warm-up idle speed. If the combined power conditions of DC low voltage load 20 and DC high voltage load 40 during the high power operating mode are 3-phase AC generation at warm-up engine idle speed (which would be the typical case) If the generator output is greater than the power output of the DC low voltage loads 20 and D during the high power mode of operation, the speed of the mobile engine 28 is controlled during the high power mode of operation so that the generator output is greater than the power output of the DC low voltage loads 20 and D during the high power mode of operation.
The three-phase AC generator 22 must be driven at a high enough frequency to meet the combined power requirements with the high voltage load 40, or the three-phase AC generator 22 will be overloaded and the battery 12 will discharge. On the other hand, the power output of the three-phase AC generator 22 at a frequency corresponding to the warm-up engine idle speed will be the same as the DC low voltage load 20 during (preferably) the low power mode of operation. There is no need to control the speed of the mobile engine 28 during the low power operating mode if sufficient to meet the combined power requirements with the DC high voltage load 40, since the warm-up idle speed or higher All engine speeds are three-phase AC
Provide sufficient electrical power output from generator 22 and recharge battery 12.
This is because there is no discharge. However, if the power required by the DC low voltage load 20 and the DC high voltage load 40 during the low power operating mode is greater than the power output of the three-phase AC generator 22 at warm engine idle speed. , the speed of the mobile engine 28 must still be controlled during the low power mode of operation, otherwise the three-phase AC generator 22 will be overloaded and the battery 12 will discharge.

In light of the above, there are two frequencies F of the three-phase AC generator 22 that are of concern regarding the design of the three-phase autotransformer 42. The first frequency F1 is typically the mobile engine 28
is the minimum frequency of the generator required for high power operating modes greater than the warm-up idle speed. Second
The frequency F2 is the lowest frequency suitable for a low power mode of operation, which can be a generator frequency corresponding to a warm-up idle speed of the mobile engine 28.

Similarly, for the three-phase autotransformer 42, there are two types of the number of turns N of the primary winding. The first number of turns N1 is the number of turns of the primary winding required to satisfy equation (3) when the frequency of the generator is Fl. The second number of turns N2 is the number of turns of the primary winding required to satisfy equation (3) when the frequency of the generator is F2.

In equation (3), if F and N are replaced with Fl and N1, (4) FIN1=KE/φ1.Similarly, in equation (3), F and N are replaced with F2 and N1.
2 respectively, it becomes (5) F2N2=KE/φ wheel.

Solving equations (4) and (5) at the same time gives us (6) FIN1=F2N2 is obtained.

Equation (6) can be replaced as follows.

(7) N2=N1(Fl/F2) As shown by equation (7), to obtain the maximum efficiency of the three-phase autotransformer 42, the number of turns of the primary winding required for the low power mode is The second number N2 is greater than the first number N1 of turns of the primary winding required for the high power mode, the first generator frequency F required for the high power mode.
F1/F2, which is the ratio to the second generator frequency F2 required for one low power mode. Equation (7) can be easily satisfied by the "downstream" transformer tapping and switching configuration shown in FIG. 3A, but by the "secondary" transformer tapping and switching configuration shown in FIG. 3B; It is impossible to reverse it.

Regarding the primary side configuration in Figure 3A, the ratio of the number of primary turns to the number of secondary turns in the high power mode is N1:N3, while the ratio of the number of primary turns to the number of secondary turns in the low power mode is N1:N3.
2:N3. Here, N3 is the total number of turns of the phase winding 50. In contrast, for the reverse secondary configuration of Figure 3B, the ratio of primary turns to secondary turns in low power mode remains N2:N3, but the ratio of primary turns to secondary turns in high power mode remains N2:N3. The ratio to the next number of turns is N2:N4. However, N4=N2<N3/Nl), and therefore, in each case, assuming that the three-phase autotransformer 42 has the same core cross-sectional dimensions, the secondary configuration of FIG. 3B is similar to that of FIG. 3A. The number of turns of the phase winding 50 is N4-N than the primary side configuration.
Requires only 3 more. This means that the phase winding 50
Assuming that the dimensions of the wire remain the same in each case, the configuration of FIG. 3B has the disadvantage of requiring a larger three-phase autotransformer 42 than the configuration of FIG. 3A. means. Any attempt to reduce the wire dimensions of the configuration of FIG. 3B will inevitably lead to undesirably increased winding resistance and reduced efficiency, which is, of course, necessary for the configuration of FIG. Although a slight reduction in the total number of turns N4 could be achieved at the expense of increasing the core cross-sectional dimensions, the weight of the three-phase autotransformer due to the added core material would be disadvantageously large. Become.

Furthermore, the primary side configuration in Figure 3A has another advantage over the secondary side configuration in Figure 3B.Regarding equation (2), for a given number of winding turns N, the three-phase The maximum magnetic flux level φm of the autotransformer 42 is inversely proportional to the minimum frequency F of the three-phase AC generator 22, that is, as the minimum frequency F of the generator increases, It will be seen that the required maximum flux level φm is smaller, meaning that the higher the generator frequency F, the smaller the core cross-sectional dimension required for the three-phase autotransformer 42. This means less core material. In order to compare the configurations of FIGS. 3A and 3B in this regard, we will discuss the same number of winding turns N3 used in each configuration; in FIG. 3A, the number of winding turns N3 is at higher generator frequencies. On the contrary, in FIG. 3B, the number of winding turns N3 is low only for low generator frequencies F2. The amount of core material used for the power mode and therefore the amount of core material must be designed for this lower frequency, therefore the configuration of Figure 3B is more efficient than the configuration of Figure 3A for the same number of winding turns N3. This is disadvantageous because it requires more core material within the vessel 42. Additionally, with respect to the secondary configuration of FIG. 3B, turns N4-N3 of phase winding 50 are not used during the low power mode of operation, even if they are energized during the mode. As will be appreciated, this is wasteful and stationary compared to the primary configuration of FIG. 3A where all turns N3 in phase winding 50 are fully utilized during both high and low power modes of operation. Be proactive. Furthermore, in the configuration of FIG. 3B, contacts 74 and 7
Turns N4 of phase winding 50 are all energized at all times even when phase winding 8 is open. This also means that if only one of the contacts 74 or 78 is closed, the winding vIN3 of the phase winding 50
This is wasteful and inefficient compared to the configuration of FIG. 3A in which the

In short, regardless of the basis of comparison, the primary tapping and switching configuration of the present invention, as shown in FIG. small and
Or create a three-phase autotransformer 42 that is lighter and operates more efficiently.

Another feature of the invention worth noting is that the three-phase AC generator 22 is energized from a voltage source that is independent of the three-phase AC low voltage output by the three-phase AC generator 22; The phase AC generator 22 is not automatic. In particular, as mentioned above, the voltage regulator 38
f! The voltage derived from the storage battery 12 is opposite to the voltage derived from the output voltage of F122.
The rotating field winding t! 1126 is activated. This means that the combined power conditions imposed by the DC high voltage load 40 and the DC low voltage load 20 are
Imposing a combined power condition on the three-phase AC generator 22 that exceeds the power output capability of the three-phase AC generator 22 at any speed or frequency when the generator 2 is being driven by the mobile engine 28. This is particularly important during any period when doing so would result in overloading the three-phase AC generator 22, even temporarily.

If under an overload condition of the three-phase AC generator 22 the rotating field winding 26
When energized with a voltage derived from a low voltage, i.e. when the three-phase AC generation v&22 is automatic, the three-phase AC
The output voltage of the generator TL 122 will suffer from a degenerate collapse, especially when the three-phase AC generator 22 starts at the onset of an overload condition.
The output voltage of the three-phase AC generator 22 decreases, thereby causing a drop in the voltage energizing the rotating field winding 26, which causes the output voltage of the three-phase AC generator 22 to further decrease and the output voltage of the three-phase AC generator 22 to become However, when the rotating field winding 26 is energized from the battery 12 via the voltage regulator 38, the voltage energizing the rotating field winding 26 will continue to drop until it completely collapses. 12 is maintained as long as it lasts, and the m'Pi collapse of the three-phase AC low voltage output by the three-phase AC generator 22 is prevented.

Although the above features of the invention can be realized in the preferred embodiment by a voltage regulator of the type that energizes the rotating field winding 26 of the three-phase AC generator t1!22 from the storage battery 12, the same This feature is not the only way that the 0-turn field winding 26 can be implemented.
Other implementations are possible and may be sufficient as long as they are energized by a voltage derived independently of the output voltage of the C generator 22, so if this criterion is met by some suitable device. The voltage regulator 38 controls the rotating field winding 26 by a voltage derived from the output voltage of the three-phase AC generator 22.
Examples of such voltage regulators are U.S. Pat. Nos. 3,469,168 and 3,597.
, No. 654, in which the voltage for exciting the field winding is derived from the generator output voltage via a trio of diodes.

Another advantage of the present invention is that normal operation of self-propelled mobile electrical circuits to create a normal DC low voltage between DC power line 14 and circuit ground 16 is limited to the DC high voltage provided by the present invention. unaffected by the power supply, i.e., a three-phase autotransformer 42 and a three-phase full-wave bridge rectifier 44;
The switching relays 46 and 48 do not interfere with the normal DC low voltage generation, that is, they do not play any role. Thus, the efficiency and reliability of DC low voltage circuit 10 are not compromised by the DC high voltage power supply of the present invention.

Further, as explained in detail below, a three-phase autotransformer 42
Input terminals 54 a, b, c and 56 a, b, c and output terminals 58 a, b, c monitor the flow of AC current associated with the three-phase autotransformer 42 through the DC high voltage load 40. Provides a convenient entry point for obtaining an indication of the corresponding DC current flow.

In a preferred embodiment, the present invention provides that the DC high voltage load 40 is a resistive element of a windshield heater of an automated mobile vehicle (a three-phase autotransformer 42 and a three-phase Deicing using DC high voltage power supply (provided by wave bridge rectifier 44 and switching relays 46 and 48) 1-? It is planned to selectively create maximum heat output and small heat output from the resistive element, that is, high heat output and low heat output, corresponding to the h operation mode and the defogging operation mode, respectively. In the f & large heat mode, ie, the de-icing mode of operation, the first switching relay 46 is energized and the three-phase autotransformer 42 and the three-phase full-wave bridge rectifier 44 receive a first DC voltage across the resistive element. A voltage is generated at a maximum magnitude to generate a maximum heat output from the resistive element sufficient to remove ice and frost from the exterior surface of the vehicle's windshield. In the low heat or defog mode of operation, the second switching relay 48 is energized to apply a second DC high voltage across the resistive elements to the three-phase autotransformer 42 and the three-phase full-wave bridge rectifier 44. of small magnitude to remove condensate from the inside surface of the windshield from the resistive element and/or to help prevent the formation of ice or frost on the outside surface of the windshield. generates a small heat output.

The resistance of the resistive element is on the order of 3.8 ohms, the maximum output from the resistive element during the de-icing mode of operation is on the order of 1500 watts, and the small output from the resistive element during the defogging mode of operation is on the order of 400 watts. By way of illustration only and not by way of limitation, under these circumstances, the largest magnitude first DC high voltage is on the order of 75 volts, while the smaller magnitude the second D of
C high voltage is on the order of 40 volts. the latter two D
The C high voltage is considerably greater than the magnitude of the DC low voltage, such as the nominal 14 volts used in conventional self-propelled vehicle electrical circuitry, such as that indicated by the reference numeral 10 in FIG.

When the DC high voltage load 40 is a resistive element for a windshield heater of an automatic vehicle, the present invention, as shown in FIG. (described below) and provides a sophisticated set of control features as follows.

1. According to the characteristics of the control device 80 in FIG. 4 of the mode, the control circuit 9
2, if the mobile transmission 96 is not in a parked or neutral state, i.e., in one of the driving conditions as indicated by the appropriate sensor 98, the mobile unit may be pressed such as by pressing the instant de-icing pushbutton switch 94. A de-icing mode of operation is initiated in response to a de-icing command issued by the driver. The sensor may be a switch that is responsive to the position of the transmission shift selector 100 such that the sensor 98 switch is closed when the mobile transmission 96 is in the park or neutral condition. This latter constraint is important. This is because the resistive element is used in a three-phase AC generator so large that the addition of other electrical loads received under normal operating conditions would overload the three-phase AC generator 22 and result in discharge of the battery 12. This is because it represents the load on 22. When the pushbutton switch 94 is momentarily pressed to close the transmission sensor 98 switch, the control circuit 92 responds by energizing the coil 72 to begin the de-icing mode of operation while simultaneously controlling the tilt tail device 102 (which may be a light emitting diode). ) to indicate that the de-icing operating mode is in progress. As is clear from the above, the de-icing mode of operation is typically used when starting a vehicle after the vehicle has been outdoors at below freezing temperatures for some period of time, but before the driver has started driving the vehicle. , is assumed to be initiated by the driver.

1. Ice mode.

Another feature of the control device 80 in FIG. 4 assumes that the control circuit 92 automatically switches the de-icing operating mode to the de-icing mode after a predetermined period of time has elapsed after starting the de-icing mode, unless it is terminated first by driver action. It is to work so that it ends in the end. The predetermined de-icing time should be long enough to sufficiently sweep ice and frost from the outer surface of the windshield, for example, two minutes if the maximum power output of the resistive element is on the order of 1500 watts. Of course, in case the mobile transmission 9
6 is shifted by the driver to a state other than the parked state or neutral state detected by the sensor 98,
The de-icing mode of operation ends immediately. Further, the de-icing mode of operation may be immediately terminated in response to a driver-issued off command such as depressing the momentary off pushbutton switch 104. The control circuit 9 serves to cause the coil 7 to terminate the pre-spinning mode of operation, at which time the deicing chill tail device 102 is also deenergized.

According to another feature of the FIG. 4 controller 80 in the C9 mode, the control circuit 92 terminates the preceding de-icing operational mode unless such termination is effected by an off command issued by the driver. The function is to automatically start the defogging operation mode in response to. This feature of defogging operation after deicing is that immediately following the deicing mode of operation, the resistive element remains energized with a small heat output to prevent ice or frost from forming again on the outer surface of the windshield. It works to prevent things from happening. Instead, the control circuit 92 functions to initiate the defogging mode of operation in response to a defogging command issued by the driver of the vehicle, such as by pressing the instant defogging pushbutton switch 106.

When a defogging mode of operation is requested in response to either the termination of a preceding deicing mode of operation or the actuation of pressing pushbutton switch 106, control circuit 92 causes coil 76 to
In response to activation, the defogging operation mode is started and the chill tail is installed at the same time! 108 (which may be a light emitting diode) is energized to indicate that the defogging mode of operation is in progress.

According to yet another feature of the control device 80 of FIG.
The control circuit 92 functions to automatically end the defogging operation mode a predetermined time after the start of the defogging operation, when the start of the defogging operation is performed in response to the end of the immediately preceding deicing operation mode. do. The predetermined dispensing time described above prevents ice and frost from re-forming on the exterior of the windshield and is effective for conventional hot air windshield defrosters and/or internal space heaters of the vehicle to perform this function. The defogging mode must have a sufficient length of time, e.g. 10 minutes, to warm up to a suitable temperature, when the defogging mode is initiated by a defogging command issued by the driver, i.e. by pressing the instant defogging pushbutton switch 106. The defogging operation mode can continue indefinitely until it is terminated in response to an off command issued by the driver, that is, an action of pressing the momentary off pushbutton switch 104. Thus, if desired, the defogging mode of operation can be used in place of a conventional hot air windshield defrost system by eliminating the ductwork, blower motors, etc. normally associated with the former. The control circuit 92 serves to terminate the defogging mode of operation by deenergizing the coil 76 when the defogging tilt tail device 108
also disappears.

According to another feature of the controller 80 of FIG. 4, the control circuit 92 issues a rapid idle command to the mobile engine 28 via line 110 in response to initiation of the de-icing mode of operation. and raise the idle speed (and torque) of the engine above the normal idle speed (and torque) so that the power provided by the mobile engine 28 is required to generate the power necessary for the de-icing mode of operation. Ensure that the speed or frequency is large enough to drive the three phase AC generator 22. In the absence of this feature, the storage battery 12 would not operate during the de-icing mode of operation, especially if the three-phase AC
The dimensions of the three-phase autotransformer 42 are the minimum required to supply sufficient power to the defogging operation mode when the mobile engine 28 that drives the power generation fi 22 is operating at idling speed. If it is maintained, it will cause the inconvenience of discharge. Mobile engine 2
4% of 8. Operation includes an electronic control system of known type (not separately shown) having a device for increasing the idle speed of the mobile engine 28 in response to receiving a low speed idle command from the control circuit 92. ) is desirable. Alternatively, the mobile engine 28 could be equipped with appropriate actuators specifically to perform this function.

Yet another feature of the control device 80 of FIG. Such overheating may result in damage to the 0m glass shield, which acts to inhibit further energization, if either the de-icing or defogging modes of operation are inadvertently initiated during warm weather conditions. It may also occur. The windshield temperature measured by the thermal sensor 112 is at the specified upper limit, for example, Mr. E 38
(100 degrees Fahrenheit), control circuit 92 operates to immediately de-energize the energized one of switching relays 46 and 48 to switch the de-icing mode of operation to the de-fog mode. whichever mode of operation happens to be in progress at the time.

As yet another feature of the control device 80 of FIG. 4 envisages, the control circuit 92 detects the voltage of the battery 12 appearing between lines 114 and 116, and the battery voltage is If the voltage drops below a specified lower limit, e.g. 11 volts, further energization of the resistive element is inhibited by deenergizing the energized one of switching relays 46 and 48 - this feature is unique to accumulators. 12 prevents the operation of the resistive element from being excessively discharged. Note that lines 114 and 116 are electrically equivalent to DC power line 14 and circuit ground 16 shown in FIG.

Additionally, the control circuit 92 is deenergized to deenergize transfer relays 46 and 48 when the normally open contact 18 (of the ignition switch) is open, i.e. when the vehicle ignition switch is shut off by the operator of the vehicle. It will be appreciated that whenever the resistive element is energized, the resistive element is inhibited from being further energized.

Yet another feature of the control circuit 80 in FIG. 4 (and the DC high voltage power supply in FIG. 1) is that the current transformer 118 is the output terminal 58a of the three-phase autotransformer 42.

This is the point where the current flowing through one of 58b and 58c is detected. Alternatively, the input terminals 54m, 54b and 54c, or 56a of the three-phase autotransformer 42.

A current transformer 118 may also be added to detect the current flowing through one of the input terminals of 56b and 56c.As shown in FIG. A core 120 is provided in a loop shape around a connected lead wire 122, and the lead wire 122 is connected to the current transformer 1.
Preferably, 18 primary windings are formed.
A secondary winding 124 is wound around the core 120 and connected to the control circuit 92 . Although a current transformer 118 is preferred, other forms of current sensing could be used instead.

The AC current flowing through lead wire 122 is related to the DC current flowing through DC high voltage load (resistive element) 40;
Display the DC current. (The DC load current is derived from the AC transform current.) If the windshield were to break, creating an open circuit condition in all or part of the resistor, the DC load current flowing through the resistor would be abnormally low. , thereby causing the AC current flow through lead 122 to similarly drop to an abnormally low level. Under some circumstances, a broken windshield will arc if the resistive element is energized; therefore, if the AC transform current is abnormally low, the energization of the windshield heater It is desirable to terminate the process immediately; for this purpose, the control circuit 9
2 monitors the current flowing through lead ti 122 through secondary winding 124 and core 120 of current transformer 118 and whenever this current is below a lower limit indicating an abnormally low DC current in the resistive element. The switching relays 46 and 48 are deenergized.

As will be readily apparent to those skilled in the art, the control circuit 92 providing the control features described above can take a variety of well-known forms, such as AND gates, OR gates, flip-flops, monostable multivibrators, inverters, etc. The control circuit 92 may be constructed using logic elements such as, comparators, latch devices, etc., all known in the art. Alternatively, control circuit 92 may be implemented by a suitably programmed digital computer with appropriate peripherals. Other suitable forms of control circuit 92 will be apparent to those skilled in the art. The present invention is limited to a specific configuration of the control circuit 92, and is not limited to a single digital configuration.1 The control circuit 92 shown in FIG. 4 is preferably manufactured by a digital computer device as shown in FIG. Like numbers are used in the figures to indicate like elements. Referring to FIG. 5, the digital computer 126 is described, for example, in Motorola's publication ``Advanced Technology Information, MC68(7)05R/U Series 8-bit Microcomputer J (pages 3-298 to 3-389). The above publications are available from Motorola or the assignee of the present invention on request.

However, it should be understood that digital computer 126 may comprise any suitable digital computer of the commissioned officer.

Digital computer 126 is Motorola MC68
Assuming a 05R2 type microcomputer, the relevant circuitry necessary and/or desirable for implementing the present invention is as shown in FIG.

Digital computer 126 bin 33.34°36.
37 and 38 are discrete inputs to the input/output devices of digital computer 126. Specifically, a push button switch 94 for de-icing is connected between circuit ground 16 and bin 36 of digital computer 126. A defog pushbutton switch 106 is connected between circuit ground 16 and bin 38 of computer 126. An off pushbutton switch 104 is connected between circuit ground 16 and bin 37 of digital computer 126 . Mobile transmission sensor 98 is connected between circuit ground 16 and bin 34 of digital computer 126 . Additionally, a bypass switch 128 (not previously described but will be discussed later) is connected between circuit ground 16 and bin 33 of digital computer 126. Pull-up resistors 130, 132, 134, 136 and 13 are connected between the 6 volt power supply 140 and the bins 33, 34, 36, 37 and 38, respectively.
8 are connected respectively. In operation, bin 33.34.3
6.37 and 38 are the potentials at switch 94.98
, 104, 106 or 128 is closed, otherwise the pull-up resistor 130, 132
Power source 140 via 134, 136 and 138
is maintained at a 6 volt potential.

Additionally, the 6 volt power supply 140 is connected to the digital computer 12.
6, and indirectly connected to bins 3, 8, and 18 of digital computer 126 through resistors 142, 144, and 146, respectively. The reference clock for the digital computer 126 is a 4 MHz crystal 148 connected between bins 5 and 6 and a capacitor 15 connected between bin 5 and circuit ground 16.
0. 5 volt power supply 152 is in bin 1
9 directly connected. Bins 1.7 and 20 are circuit ground 1
6. A capacitor 154 is connected to one bin and 20 questions. A capacitor 156 is connected between bins 1 and 2.

Bins 22, 23 and 24 of digital computer 126
is the analog voltage input to the A/D converter device of digital computer 126. In particular, the bottle 22 has a resistance of 1
If 12 is a thermal sensor for a windshield, it is connected to the junction between a pair of voltage divider resistors 112 and 158 connected in series between a 5 volt power supply 152 and circuit ground 16. Noise and transient P-wave effects are provided by capacitor 160, which is connected between bin 22 and circuit ground 16. Therefore, the windshield temperature sensor input appears as an analog voltage at bin 22 of digital computer 126.

The secondary winding 124 of current transformer 118 (which detects cracks in the windshield) is connected to bin 2 of digital computer 126 via a full-wave bridge rectifier 162 and voltage divider/filter 164.
Connected to 3. A full wave bridge rectifier 162 is provided by diodes 166, 168, 170 and 172. A voltage divider/filter 164 is provided by resistors 174 and 176 and a capacitor 178. In particular, bottle 2
3 is the positive terminal of the full-wave bridge rectifier 162 and circuit ground 1
6 is connected to the junction between resistors 174 and 176 connected in series with the negative terminal of full-wave bridge rectifier 162 connected to 6.

A noise and transient P-wave capacitor 178 is connected between bin 23 and circuit ground 16. In operation, the secondary winding 12 of the current transformer 118 (which detects cracks in the windshield)
The AC voltage generated across 4 is connected to a full-wave bridge rectifier 16.
2 provides a full wave rectified DC voltage which is divided by resistors 174 and 176 and applied to the bins of the digital computer 126 as an input for windshield break detection.

The bin 24 of the digital computer 126 has a pair of voltage dividing resistors 180 and 18 connected in series across the storage battery 12.
Connected to the joint between the two. Noise and transient r-wave effects are removed by capacitor 1 connected between bin 24 and circuit ground 16.
Reverse polarity voltage protection provided by 84 is provided by a diode 186 connected between pin 24 and circuit ground 16. Thus, an analog voltage proportional to the battery voltage of the mobile unit is applied to the bin 24 of the digital computer 126.
appears in

Digital computer 126 bin 27.32°35.
39 and 40 are discrete outputs from the input/output devices of the digital computer 126. Each discrete output is connected to an emitter ground plane using an integrated circuit buffer module 190 (CA30, commercially available from RCA).
81) is buffered via an NPN junction transistor provided as part of the circuit (which may be 81).

Bin 39 of digital computer 126 is a rapid idle discrete output. When the potential at bin 39 is low, NPN transistor 192 in integrated circuit buffer module 190 is turned off by the biasing action of resistors 194 and 196 and passes a rapid idle command signal (high potential) to resistor 198 to mobile engine 28.
and via line 110.

Bins 35 and 40 of digital computer 126 are the de-icing relay output and defogging relay output, respectively. When the potential at bin 35 is high, NPN) transistor 200 in integrated circuit buffer module 190
2 and 20φ14 is turned on to turn on the MOS FET drive transistor 206 and energize the deicing coil 72. Similarly, bottle 40
If the potential of integrated circuit buffer module 190 is high,
NPN) transistor 208 is connected to resistors 210 and 212
The MOSFET drive transistor 214 is turned on by the bias action of the MOSFET drive transistor 214, and the defogging coil 76 is energized. MOSFET drive transistor 206
and 214 may be, for example, IRF9511P channel devices available from International Leftifier, Inc. Biasing resistors 216 and 218 may be derived from the load side of the nominal 12 volt power supply 220 (mobile ignition switch normally open contacts 18). ) and the gates of MOSFET drive transistors 206 and 214, respectively, to keep MOSFET drive transistors 206 and 214 turned off at all times except when transistors 200 and 208 are turned on. The diode 222 is connected as an interlock from the base of the NPN transistor 200 to the collector of the NPN transistor 208, ensuring that if the potentials of pins 35 and 40 are high at the same time, the NPN transistor 208 is turned on and the NPN transistor 200 is turned off. This causes the defogging operation mode to become the circuit's default mode.

Bins 27 and 32 of digital computer 126 are display outputs for de-icing and defogging, respectively.

In the standby state, N in the integrated circuit buffer module 190
PN) The transistor 224 is turned on by the bias action of the resistors 266 and 228, and the deicing chill tail device 1 is turned on.
Similarly, in the standby state, the NPN transistor 2 in the integrated circuit buffer module 190
30 is turned on by the biasing action of resistors 232 and 234 to keep the defogging chill tail device 108 in a de-energized state; 224 turns off the tilt tail device 102 by turning off the resistor 2 connected to the nominal 12 volt power supply 220.
It becomes possible to be energized via 36. Similarly,
When the potential of the bottle 32 is low (during defogging mode),
Turning off NPN transistor 230 allows tilt tail device 108 to be energized through resistor 240 connected to nominal 12 volt power supply 220.

The digital computer 126 shown in FIG.
It operates according to a program embodied in a set of flowcharts shown in FIG. Referring to FIG. 6, the main program determines when power is first applied to the digital computer 126, such as through the normally open contacts 18 of the ignition switch.
begins at point 250, when . Following power-up, the program proceeds to an initialization phase 252 where an initialization routine is executed as shown in FIG. 9, and a timer stage 258, where a timer routine is executed, as shown in FIG. The latter three stages 254,2
56 and 258 are executed continuously and repeatedly as long as digital computer 126 is powered up.

Referring to FIG. 7, the initialization routine begins at point 260.
starts at interrupt enable stage 262 in which an internal interrupt timer within the central processing unit of digital computer 126 is set, which then repeats the interrupt routine as shown in FIG. 11, e.g., calling every 25 milliseconds. Following the zero interruptable step 262, the initialization routine proceeds to an off step 264, where the off routine is executed as shown in FIG. The initialization routine then proceeds to exit point 266, where the routine ends.

Referring to FIG. 11, the interrupt routine is utilized by the dual mode heated windshield control.
Establish and operate two timers.

i.e., an offshore ice timer to time the de-icing mode of operation, a defog timer to time the timed defogging mode of operation, and a defogging timer to time the timed defogging mode of operation before any indication of a broken windshield is interpreted as valid. and a crack detection delay timer to time the delay following initial energization of the three-phase AC generator 22. The latter delay causes voltage regulator 38 to adjust the three-phase AC low voltage output of three-phase AC generator 22 to its full operating value slowly enough that the increase in load on mobile engine 28 is not noticeable to the mobile operator. It can be gradually increased to A typical value for this crack detection delay period is approximately 3 seconds.

As previously mentioned, typical values for the timed de-icing and defogging modes of operation are 2 minutes and 10 minutes, respectively.

The interrupt routine of FIG. 11 begins at point 268 and proceeds to a set interrupt timer step 270 where an interrupt timer within the central processing unit of digital computer 126 is set. The routine then proceeds to decision step 272 where digital computer 126 determines whether the count in the de-icing timer is zero, meaning that the timer is inactive. If the answer at decision step 272 is no, the program moves to decision step 274 where digital computer 126 determines whether the count in the de-icing timer is one. If the determination at decision step 274 is yes, the de-ice timer flag is set to true at step 276 and the routine proceeds to de-ice timer decrement step 278.

If the decision at decision stage FJ 274 is no, the program immediately proceeds to de-ice timer decrement stage 278.

In the de-ice timer decrement step 278, the de-ice timer counts to 1.
is decremented, the routine moves to decision step 280. Similarly, if the determination at decision step 272 is yes, the interrupt routine immediately returns to decision step 280.
Proceed to.

At decision step 280 of the interrupt routine, digital computer 126 determines whether the count in the defog timer is zero, meaning that the timer is inactive. If the answer at decision step 280 is no, the program proceeds to decision step 282 where digital computer 126 determines whether the count in the defogging timer is one. If the determination at decision step 282 is yes, the defogging timer flag is set at step 28.
4, the routine Durham immediately proceeds to the De-Defog Timer Decrement stage 'R1286. In the De-Defog Timer Decrement stage 286, the Defog Timer is decremented by a count of 1, and then the routine returns to the decision stage. Move to 288. Similarly, if the determination at decision step 280 is yes, the interrupt routine immediately returns to decision step 28.
Proceed to step 8.

At decision step 288 of the interrupt routine, digital computer 126 determines whether the count in the crack detection delay timer is zero, indicating that the timer is disabled. If the determination at decision step 288 is no, then
The program proceeds to timer step 290, timer step 29
After the break detection delay timer is decremented by a count of 1 at 0, the interrupt routine proceeds to end point 292, where the routine ends. Similarly, if the answer at decision block N288 is yes, the routine immediately proceeds to end point 292.

Referring to FIG. 8, the fault routine checks the windshield heating circuit for any problems or failures. The fault routine begins at point 294 and proceeds to decision step 296 where digital computer 126 determines whether the battery voltage input at pin 24 indicates that the voltage of battery 12 is below a lower limit, ie, below 11 volts. If the determination at decision step 296 is yes, the fault flag is set true at step 298 and the fault routine is turned off at step 30.
0, where the off routine is executed as shown in FIG. Following execution of the off phase 300, the fault routine then proceeds to an exit point 202 where the routine ends.

If the judgment at step) @296 is No.1. If so, the fault routine moves to decision step 304 where digital computer 126 determines whether the bin 23 break detection input indicates that the windshield is broken. If the determination at decision step 304 is yes, the program proceeds to decision step 306 where the digital computer 126 determines that the count in the crack detection delay timer is zero, meaning that the timer is inactive or out of count. Determine whether If the judgment step 306
If the determination is yes, the fault flag is set true at step 298 and the routine passes through steps 300 and 302 as previously described. If judgment stage 30
If the decision at step 6 is no, the FOL-i routine moves to decision step 308. Similarly, if the answer at decision step 304 is no, the fault routine immediately proceeds to decision step 308.

At decision step 308 of the fault routine, digital computer 126 determines whether the windshield temperature input at pin 22 indicates that the windshield temperature is greater than or equal to an upper limit, such as greater than or equal to 38 degrees Celsius (100 degrees Fahrenheit). If the determination at decision step 308 is yes, the program proceeds to decision step ll@310 where the digital computer 126
28 is closed, that is, whether the pin 33 is grounded. Bypass switch 128
allows the bin 22 windshield temperature input to be bypassed during fabrication and maintenance operations.

If the determination at decision step 310 is no, the fault flag is set true at step 11298;
The program passes through steps 300 and 302 as previously described. If the decision step moves to decision step 312. Similarly, if the answer at decision step 308 is no, the fault routine immediately proceeds to decision step 312.

At decision step 312 of the fault routine, digital computer 126 determines whether bin 34 is at ground potential indicating that sensor 98 switch is closed because mobile transmission 96 is in park or neutral stratification. . If the determination at decision step 312 is yes, the fault flag is set to false at step 314 and the fault routine proceeds to exit point 302.

If the determination at decision step 312 is no, the program proceeds to decision step 316 where digital computer 126 determines whether the count in the de-icing timer is zero. If the determination at decision step 316 is yes, the program returns to step 314 as described above.
and 302 to proceed. If the answer at decision step 316 is no, the program proceeds to step 318, where, after execution, the fault routine proceeds through steps 314 and 302 as described above.

Referring to FIG. 9, the switch routine monitors the status of the de-ice, defog and off pushbutton switches 94, 104 and 106. Switch routine is point 320
Starting at step 322, the digital computer 126 determines whether any of the push button switches 94, 104 and 106 are closed as indicated by the potentials of the bins 36, 38 and 37, respectively.

If the determination at decision stage N322 is no, the switch routine immediately proceeds to end point 324, where the routine ends. If the determination at decision step 322 is yes, the program proceeds to step 326 where the confirmation of one of the push button switches 94, 104 and 106 being closed is saved in memory. The program then proceeds to step 328 where a delay routine such as that shown in FIG. One of the pushbutton switches 94, 104 and 106 is connected to pin 3.
6. The delay in the zero stage 328 to determine whether it is still closed as indicated by the potential at the appropriate one of 38 and 37 is on the order of 10 milliseconds, but is subject to noise, switch contact bouncing, etc. used to eliminate false "switch closed" indications due to transient conditions.

If the determination at decision step 330 is no, the switch routine immediately proceeds to exit point 324.

If the determination at decision step 330 is yes, the program proceeds to decision step 332 where the digital computer 126 inputs the read switch number (de-icing).
The closed switch is compared to the stored number representing the push button switch 94 (de-icing) push button switch 94
Determine whether or not. If the determination at decision step 332 is yes, the switch routine continues at step 33.
4, where the timed de-icing routine is executed as shown in FIG. The digital computer 126 then compares the read switch number to the stored number representing the (defogred) pushbutton switch 106 to determine whether the idle switch is the (defogred) pushbutton switch 106. do. If the determination at decision step 336 is yes, the program proceeds to step 338 where the continuous defog routine
After the program is executed the end point 324 is shown in the figure.
If the determination at decision stage 1IJ 336 is no (indicating that a number of switches are closed), the program proceeds to step 340 where the off routine is executed as shown in FIG. The switch routine proceeds to exit point 324.

Referring to FIG. 10, the timer routine monitors the circuit timer. The timer routine begins at point 342 and immediately proceeds to decision step 344 where digital computer 126 determines whether the de-icing timer flag is true. If the determination at decision step 344 is yes, the program moves to step 346 where a timed defog routine is executed as shown in FIG.

Following step 346, the timer routine resumes in step 348 where the de-icing timer flag is set to false before the timer routine proceeds to an exit point 350 where the routine ends. If the determination at decision step 344 is no, the timer routine proceeds to decision step 352 where digital computer 126 determines whether the defog timer flag is true. If judgment step 352
If the decision is yes, the program moves to step 35.
4, where the off routine is executed as shown in FIG. 12. Following execution of stage 0 354, the timer routine resumes at stage FM 356, where the defogging timer flag is set to false before the program returns to its termination point. Proceeding to 350, the timer routine ends.

Referring to FIG. 12, the digital computer 12
The off routine at 6 turns off all circuit timers and outputs. In particular, the off routine begins at point 358 and then proceeds to step 360 where the (de-icing) coil 72 and (de-icing) chill tail device 102 are de-energized at stage 0 t! 'J
From 362, the program proceeds to step 364, where the rapid idle command signal is cleared. From step 362, the program proceeds to step 364, where the de-icing timer is reset to zero.From step 364, the program proceeds to step 366, where the crack detection delay timer is reset to zero. From step 366, the program advances to step 368, where the (defog) coil 76 and (defog) tilt tail device 108 are deenergized.

From step 368, the program proceeds to step 370, where the defog flag is set to false.0 From step 370, the program proceeds to step 372, where the defog timer is reset to zero. From step 372, the program advances to step 374, where a delay routine is executed as shown in FIG. The delay in step 374 ensures that when the circuit automatically transitions from a de-icing mode of operation to a defogging mode of operation, the de-icing mode ends before the defogging mode is initiated. From step 374, the off routine proceeds to exit point 376, where the routine ends.
14, the timed de-icing routine begins at point 378 and proceeds directly to decision step 380, where digital computer 126 indicates the existence of a fault by determining whether the fault flag is true. If the determination at decision step 380 is yes, the de-icing routine immediately proceeds to termination point 382 where the routine ends. If judgment step 380
If the decision in is no, the program moves to decision step 3.
Proceeding to 84, the digital computer 126 determines whether the count in the de-icing timer is equal to zero. If the determination at decision step 384 is no, the de-icing routine proceeds directly to termination point 382;
If the determination at is yes, the program proceeds to decision step 386 where the digital computer 126
It is determined whether the mobile transmission 96 is in a parked or neutral condition as indicated by the potential on bin 34 determined by the state of the senna 98 switch. If the determination at decision step 386 is no, the de-icing routine proceeds directly to end point 382. If the determination at decision step 386 is yes, the de-icing routine continues at decision step 3.
Proceeding to 88, digital computer 126 determines whether the defog flag is true. If the determination at decision step 388 is yes, the program proceeds to exit point 382.

If the answer at decision step 388 is no, the timed de-icing routine proceeds to decision step 390 where digital computer 126 determines whether the count in the defog timer is equal to zero.

If the determination at step 390 is no, the water removal routine proceeds directly to termination point 382, if h'1. c.
r + Su J2Q Convex Ha Koma book 4π wide () 〒 Fuφka, jealous! The program proceeds to step 392 where digital computer 126 initiates a rapid idle command to mobile engine 28 via line 110.

From step 392, the de-icing routine proceeds to step 394 where the (de-icing) coil 72 and the (de-icing) chill tail indicator 1
From step 394, where 02 is activated, the de-icing routine proceeds to step 396, where the de-icing timer is delayed by an appropriate amount of time;
For example, it is set to give 2 minutes. From step 396, the de-icing routine proceeds to step 398, where the crack detection delay timer is reset. From step 398, the program proceeds to exit point 382, where the timed de-icing routine ends.

Regarding FIG. 16, the timed defogging routine is at point 4.
00 and proceeds to step 402 where digital computer 126 de-energizes (de-icing) coil 72 and (de-icing) chill tail device 102. From step 402 the timed defog routine proceeds to step 404 where line 110 is de-energized. The rapid idle command to the mobile engine 28 via the mobile engine 28 is erased.

From step 1g 404, the timed defrost routine advances to step 406 where the delay routine is executed as shown in FIG. ,b.

Following the delay of step 406, where C is provided to allow the (defog) coil 76 to open before it is energized, the timed defog routine proceeds to step 408 where the (defog) ) coil 76 and (defog) tilt tail device 108 are energized.

From step 408, the timed defog routine proceeds to step 410, where the defog timer is set to provide an appropriate defog time, e.g., 10 minutes.From step 410, the program proceeds to step 412, where a crack detection Delay timer is reset. From stage PJ 412, the timed defog routine advances to end point 414, where the routine ends.

Referring to FIG. 15, the continuous defog routine begins at point 416 and proceeds to decision step 418 where digital computer 126 determines whether the fault flag is true. If the determination at decision step 418 is yes, the defogging routine proceeds directly to exit point 420, where the routine ends. If judgment step 418
If the determination is no, the program proceeds to step N422, where the (de-icing) coil 72 and the (de-icing) chill tail device 102 are de-energized.From step 1 422, the program moves to step 424, where the de-icing From the 0 step 424, where the timer is reset to zero, the program proceeds to step 426;
From 0 step 426, where the rapid idle command to the mobile engine 28 via line 110 is erased, the program proceeds to step 428, where a delay routine is executed as shown in FIG. A delay is provided to allow relay contacts 74 a, b, c to open before the (de-icing) coil 72 is de-energized and the (defog) coil 76 is energized. Following the delay of step 428, the continuous defogging routine proceeds to step 430 where the crack detection delay timer is reset to step 01I14.
From 30, the program proceeds to step 432, where the defog timer is reset to zero. From step 432 the program advances to step 434 where the defog flag is set to true.From step 434 the routine continues to step 4
36, where the digital computer 126 (
(defogging) coil 76 and (defogging) chill tail device 1
08 is energized. From step 436, the continuous defog routine advances to exit point 420, where the routine ends.

Referring to FIG. 13, the delay routine begins at point 438 and proceeds directly to stage IPJ 440 where the next payment reference number, eg 125, is loaded. after that,
The program proceeds to step 442 where the
6 determines whether the count in the X register is equal to zero. If the determination at decision step 4411 is no,
The program continues through steps A J until the number in the X register is decremented to zero and the answer at decision step 444 is yes.
Tsu'p, ICA A, 1 ru lower side νm-+2-
The reference number loaded into the register indicates that the elapsed time required to decrement the X register by recirculating steps 442 and 444 is a standard time interval, e.g. It is preferable to choose a breed that gives birth in millimeters.

If the determination at decision step 444 is yes, the delay routine proceeds to step N446 where digital computer 1
The accumulators in the twenty-six central processing units are decremented by a count of one. The program then proceeds to decision step 448 where digital computer 126 determines whether the count in the accumulator is equal to zero. If the determination at decision step 448 is no, the program continues at step 4.
40, and the delay process described above is repeated.

If the answer at decision step 448 is yes, the program proceeds to exit point 450 where the delay routine ends. The length of the delay period created by the delay routine is
It will be appreciated that this number is determined by the number loaded into the accumulator before the delay routine is called; 12, a continuous defogging routine as shown in FIG. 15, and a timed defogging routine as shown in FIG. 16. Preferably, when the delay routine is called during execution, it will cause a delay of approximately 25 milliseconds.

The above embodiment of the dual-mode windshield heating control system of the present invention has three input switches operated by the operator of the vehicle: a de-icing pushbutton switch 94, a defogging pushbutton switch 106, and an off pushbutton. Although switch 104 is utilized, alternative embodiments are possible that utilize a single input switch operated by the vehicle operator.

The embodiment using only one input switch could be implemented in the same manner as the embodiment using three input switches with the following two modifications.

That is, first, push button switches 104 and 106
By removing the input switch and its associated pull-up resistors 136 and 138 from FIG. 5, one can create the modified computer example shown in FIG. 17 in which the single input switch is the former (de-icing) pushbutton switch 94. Second, the switch routine of FIG. 9 can be replaced by an alternative switch routine such as that shown in FIG.

Referring to FIG. 18, the switch routine is at point 45.
2 and proceeds directly to decision step 454 where digital computer 126 determines whether single input switch 94 is closed as indicated by the potential on bin 36. If the answer at decision step 454 is no, the program proceeds to decision step 456 where digital computer 126 determines whether the switch flag is set. If the answer at decision step 456 is no, the program immediately proceeds to exit point 458 where the switch routine ends. If judgment stage 4
If the determination at step 56 is yes, the program proceeds to step 460.
, where the 25 millisecond delay routine is executed as shown in FIG.

Following the delay in stage 1 @ 460, the switch routine proceeds to stage 462 where the switch flag is cleared and
The program then proceeds to end point 458.

If the determination at decision step 454 is yes, the program proceeds to decision step 464 where digital computer 126 determines whether the switch flag is set.
The program proceeds to termination point 458 if decision step 464
If the judgment is no, the program proceeds to stage tlW 466
13, where the 25 millisecond delay routine is executed as shown in FIG.
Proceed to.

At decision step 468 of the switch routine, digital computer 126 determines whether single input switch 94 is still closed. If the answer at decision step 468 is no, the program moves directly to exit point 458. If the decision in decision step 468 is yes, the program executes step 470. Moving to step 472, the digital computer 126 determines whether the windshield heating circuit is off or deenergized. If the answer at decision step 472 is no, the switch routine proceeds to step 474 where the off routine is executed as shown in FIG. Following the off-routine in step 474, the program returns to exit point 4.
Proceed to 58.

If the determination at decision step 472 is yes, the switch routine proceeds to decision step 476 where digital computer 126 determines whether mobile transmission 96 is in a parked state or not as indicated by the switch state of sensor 98 in bin 34. Determine whether it is in a neutral state. If the determination at decision step 476 is yes, the program moves to step 478 where the timed de-icing routine
It is executed as shown in the figure. Following the de-icing routine of step 478, the switch routine proceeds to an exit point 458 where the routine ends. On the other hand, if the judgment step 476
If the determination is no, the program moves to step 480 where a continuous defog routine is executed as shown in FIG. Following the defogging routine of step 480, the switch routine proceeds to an exit point 458 where the routine ends.

It will now be understood that the single switch embodiment is characterized by a timing cycle and a continuous cycle.
The timing cycle begins when the operator first activates a single input switch 96 when the mobile transmission 96 is in a park or neutral condition (thereby providing a de-icing command).
4 and can be terminated at any time thereafter in response to the driver's subsequent closing of the single input switch 94 (thereby issuing an off command). The timing cycle is started when the timing cycle is started (if it is not completed first), and after its start, the predetermined de-icing time has elapsed or the mobile transmission 96 is placed in a state other than parked or neutral. and a high-temperature de-icing mode of operation that terminates in response to the first occurrence of a shift to the state. The timing cycle further includes (if not terminated first) a low heat defogging mode of operation that is initiated in response to the termination of the de-icing operational mode and terminated after a predetermined defogging period has elapsed after its initiation. Be prepared.

The continuous cycle is in response to the operator closing the single input switch 94 for the first time (thereby providing a defog command) while the mobile transmission fi 96 is in a parking condition other than a neutral condition. and then ends in response to the operator's subsequent closing of the single input switch 94 (thereby providing an off command).

A continuous cycle consists of a low heat defogging mode of operation that begins when the continuous cycle begins and ends when the continuous cycle ends.

Patent application number of the applicant filed on the same date as the present application
(See issue MJD/1978).

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of an electrical circuit for an automated vehicle incorporating the principles of the present invention. FIG. 2 shows various D
It is a graph diagram of C voltage relationship. Figures 3A and 3B are partial schematic diagrams of a transformer tap changing arrangement useful in further explaining the present invention. FIG. 4 is a schematic diagram illustrating a dual mode windshield heating control scheme incorporating principles of the present invention. FIG. 5 is a schematic diagram illustrating a digital computer configuration for dual mode windshield heating control in accordance with the principles of the present invention and featuring three driver operated input switches. 6-16 are flowcharts useful in explaining the operation of the digital computer arrangement of FIG. 4 of the present invention. FIG. 17 illustrates an alternative dual-mode windshield heating control digital computer configuration in accordance with the principles of the present invention;
FIG. 2 is a schematic diagram characterized in that it has a single input switch operated by a driver. 1 is a flowchart useful in explaining the operation of a computer configuration; 10...Electric circuit for self-propelled moving body 12...Storage battery 16...Grounding 20...Low DC load
22...Three-phase AC generator 28...Mobile engine 32...Bridge type three-phase full-wave rectifier 38...Voltage regulator 40...Windshield heater element 42...Three-phase single Winding transformer 44...Three-phase full-wave bridge rectifier 46.48...Switching relays 54a, 54b, 54c, 56a, 5
6b, 56e--Input terminal 62.66...Load terminal 80...Control device 92...Control circuit 94.104,106...Push button switch 96...
・Mobile transmission 98...Sensor 110...Line 118...Current transformer 126...Computer power ・2 Evening 7

Claims (1)

[Scope of Claims] 1. In a dual mode method of operating a windshield heater element (40) of a propulsion vehicle, I. said heater element is energized at maximum voltage in response to a de-icing input issued by a driver; responsively initiating a de-icing operating mode that produces maximum heat to effectively remove ice and frost from the outer surface of the windshield; II.
b) terminating the de-icing mode of operation in response to the first occurrence of an operator-issued off input; and III. said heater element is energized with a low voltage; condensation from the interior surface of said windshield in response to a defogging input; or (b) in response to termination of a preceding de-icing operating mode if termination was not in response to a driver-issued off input; initiating a defogging mode of operation that produces low heat that effectively removes material or acts to prevent ice and frost from forming on the outer surface of the windshield; , IV, (a) If the start of the defogging operation mode is not in response to a defogging input issued by the driver, the end of a predetermined period of time after the start of the defogging operation mode, or (b)
) terminating the defogging mode of operation in response to a first occurrence of a driver-issued off input. 2. A transmission in which the propulsion type vehicle can be operated in park, neutral, and one or more drive states (
96), the de-icing mode is initiated only when the transmission is in a park or neutral condition, and the de-icing mode is instead terminated by shifting the transmission to a position other than park or neutral. A dual mode method according to claim 1, characterized in that: 3. The propulsion type moving body is driven by a moving body engine (28), charges a moving body storage battery (12), and uses a load current to charge the windshield heater element (40).
a generator (22) for providing power to energize the vehicle, the magnitude of the power being dependent on the idle speed of the mobile engine when the transmission (96) is in a park or neutral condition; The de-icing mode is initiated at maximum power and the defogging mode is initiated at low power when the mobile engine is operating at idling speed because the transmission is in a parked or neutral state. and further increasing an idle speed of the mobile engine above a normal idle speed in response to initiation of the de-icing mode of operation to provide sufficient power output from the generator during the maximum power de-icing mode of operation. 3. A dual mode method as claimed in claim 2, comprising the step of: 4. A dual mode method for operating a windshield heater element (40) of a propulsion vehicle having a transmission (96) operable in park, neutral and one or more drive states, wherein the transmission initiating a timing cycle in response to an input provided by an operator while the aircraft is in a parked or neutral condition, the timing cycle being initiated when the timing cycle is initiated; a high-temperature operating mode that terminates in response to the first occurrence of the expiry of a predetermined period of time after the timing cycle starts, or shifting the transmission to a state other than park or neutral; A dual-mode method comprising: a low-heat mode of operation that is initiated in response to termination of the high-temperature mode of operation and terminates a predetermined time after initiation. 5. In the dual mode method according to claim 4, the propulsion type moving body is driven by a moving body engine (28), charges a moving body storage battery (12), and uses a load current to charge the windshield heater. a generator for providing electrical power to energize the element (40), the magnitude of the electrical power being dependent on the idle speed of the mobile engine when the transmission is in a park or neutral condition, and the timing cycle alternatively terminates in response to subsequent driver inputs, the transmission being in a state other than parked or neutral, the transmission being in a state other than a parked or neutral state; and then terminating said continuous cycle in response to an input issued by a driver, said continuous cycle being initiated when said continuous cycle is initiated; A dual-mode method, characterized in that it consists of a low-thermal mode of operation that ends when said continuous cycle ends. 6. The propulsion vehicle has a single input switch (94) operated by a driver, and the timing cycle is responsive to the driver first actuating the single input switch. a high-temperature de-icing operation initiated by the driver and then terminated in response to actuation of the single switch by the operator, wherein the high-temperature mode of operation effectively removes ice and frost from the outer surface of the windshield; mode, wherein the low-thermal mode of operation serves to effectively remove condensate from the inner surface of the windshield or prevent ice and frost from forming on the outer surface of the windshield.
The dual mode method according to claim 5, characterized in that it is a low heat defogging mode of operation. 7. The high-temperature operating mode is a maximum output mode, and in response to the initiation of the maximum output operating mode, the idling speed of the mobile engine (28) is increased to a normal idling speed or higher to enter the maximum output operating mode. Claims 5 or 6, characterized in that the method includes the step of ensuring sufficient power output from the generator (22) during
The dual-mode method described in section. 8. Claims 1 to 7 include the step of prohibiting further energization of the windshield heater element (40) when the temperature of the windshield is abnormally high. The dual mode method according to any one of the above. 9. Claim 1, further comprising the step of prohibiting further energization of the windshield heater element (40) when the voltage of the mobile storage battery (12) is abnormally low. 9. The dual mode method according to any one of clauses . 10. The method further includes the step of prohibiting further energization of the windshield heater element when the load current flowing through the windshield heater element (40) is abnormally high or abnormally low. Claims 1 to 9
The dual mode method according to any one of paragraphs.