JPS6369500A - Electric circuit for automatically moving unit - 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]

[Industrial Field of Application] The present invention relates to a DC high-voltage power supply for incorporation into an electric circuit for a DC low-voltage automatic vehicle. [Summary of the Invention] A typical DC low-voltage electric circuit for an automatic mobile vehicle is a three-phase AC circuit driven by a storage battery for providing DC low-voltage pre-power and a mobile engine, and υI controlled by a voltage regulator.
A generator to create low voltage and a three-phase AC low voltage
A three-phase rectifier is used to convert the DC voltage to low voltage, charge the storage battery, and energize other DC low voltage loads within the vehicle. In the case of electrical circuits for automatic vehicles of the type described above, it is necessary to supply power to loads that require DCt voltages that are considerably higher than the DC low voltage normally provided in the circuit. A high power heater element for a windshield is an example of such a high voltage load. The present invention provides a DC high-voltage power supply that can be applied to the above-mentioned type of electric circuit for an automatic moving body and can advantageously energize a DC high-voltage load such as a high-power heater for window glass. The electric circuit for an automatic moving object according to the present invention is characterized in that it has the features defined in the feature description section of claim 1. The DC high voltage power supply of the present invention includes a three-phase autotransformer and a three-phase full-wave rectifier. Autotransformers are used to transform three-phase AC low voltage to three-phase AC high voltage in typical automatic vehicle electrical circuits. A rectifier rectifies three-phase AC high voltage to
C is suitable for energizing high voltage loads and is used to supply high voltage. This configuration has the advantage of leaving the normal DC low voltage electrical circuitry intact (undisturbed). In other words, the autotransformer and rectifier of a DC high voltage power supply do not play any role in the generation of DC low voltage, and furthermore, an autotransformer is a transformer with independent primary and secondary windings. gives advantages in terms of cost and efficiency compared to A more special aspect of the invention is that the DC high voltage load is not grounded, ie, neither terminal of the load is connected to circuit ground. As a result, the potential at one load terminal is above ground, while the potential at the other load terminal is below ground. In this situation, when one load terminal is inadvertently discharged to ground, the voltage used will be lower than if one of the load terminals were grounded. In the latter case, the voltage used when inadvertently discharging from the ungrounded terminal of the load to ground is approximately twice the voltage used during inadvertent discharging in the case of the present invention.
It may even double. Thus, the present invention can reduce the chance and extent of electric shock or arcing associated with accidental electrical discharges.This feature of the present invention is that the DC high voltage load is This is particularly advantageous when the high voltage required to satisfactorily energize a DC high voltage load is several times greater than the low DC voltage, as is the case. In a preferred embodiment of the invention, the control means is configured to selectively apply three-phase AC low voltage to the autotransformer only when it is desired to energize the DC high voltage load. At all other times, the three-phase AC low voltage is shut off from the autotransformer to avoid incurring energy losses and inefficiencies associated with autotransformer replacement.The present invention This feature of is particularly advantageous in the case of autonomous vehicles, where reduced energy consumption and greater efficiency result in improved vehicle fuel economy savings.The controller controls the output of the generator and the voltage of the present invention. This point is preferably provided by one or more sets of switches placed between the input side, or primary side, of the 131-turn transformer, which is the low voltage/high current side of the step-up autotransformer. According to the present invention, switching is a high voltage of a transformer corresponding to the output side, that is, the secondary side of the voltage step-up autotransformer of the present invention.
'It conflicts with normal electrical design practice, which is most easily and conveniently done on the low current side. In another embodiment of the invention, the autotransformer is configured to provide different step-up ratios in response to whether the three-phase AC low voltage is applied to the first or second set of taps. at least a first set of input taps and a second set of input taps. This, along with the rectifier, uses an additional set of input taps, resulting in the provision of two DC high voltages with different absolute magnitudes. In the preferred embodiment of the present invention, the DC high voltage load is such that the heater resistance is uniform within or across the window glass.
This is a high power windshield heating element in the form of a transparent film or layer distributed over the windshield. In this embodiment, α, the windshield heater J:1'- is selectively activated by using two DC high voltages of the same size as the maximum power and the small power corresponding to the de-icing and defogging operation modes, respectively. It can be energized. According to this embodiment of the invention, autotransformers can be designed and operated most efficiently by tapping the autotransformer on the input or secondary side rather than the output or secondary side. By using the input or primary tap, all phase windings of the autotransformer are available to the secondary winding of the transformer for all step-up ratios. In contrast, if output taps or secondary taps are used! i
For a given zero generator power output capability, the transformer's secondary winding and j are utilized for all step-up ratios below the highest step-up ratio. This means that the autotransformer has more core material and/or turns of winding, i.e., is heavier and/or larger than is required for the input or primary tubbing configuration of the present invention. will be required. In yet another embodiment of the invention, the generator is a three-phase A
When excited from a voltage source dependent on the C low voltage, the combined power conditions imposed by the DC high voltage load and the DC low voltage load can overload the generator and cause degenerate collapse in the l-3 phase AC low voltage. The generator is energized from a voltage source that is independent of the three-phase AC low voltage output by the generator for at least any period of time. (ie, the generator is not automatic). This is accomplished in the preferred embodiment by using a voltage regulator to apply current derived from the battery to the generator field winding. The invention further provides, as additional features, if necessary, an indication of the magnitude of the AC current flowing through one of the input terminals or output terminals of the early spring transformer, such as an indication of the magnitude of the DC current flowing through the DC high voltage negative if. It is contemplated to provide a current sensor, preferably a current transformer, for measuring the current. Autotransformer terminals are particularly useful for this purpose. This is because they are easily available and the AC current flowing through them is D.
This is because it is proportional to the DC current that flows only through the C high voltage 11/f and does not flow through the other moving bodies 11. If the DC high-voltage load is a resistive element in a high-output windshield heater, the detected current in the AAA transformer may cause the windshield to crack, causing the heater element to A current sensor can be used to determine whether the load current is below a limit indicating an abnormally low load current, such as 4Rtmt. The invention also provides, as another optional feature, two capacitors, each connected between a different associated one of the load terminals and circuit ground within the three-phase full-wave rectifier of the DC high voltage power supply. The aim is to suppress radio frequency interference that occurs in [2]. The above and other aspects, advantages and ↑9 characteristics of the present invention are 4
It is best understood by reference to the following detailed description, divided into parts. Bar 1-I is generally directed to an example of a low-voltage mobile electrical circuit to which the present invention is particularly applicable. Bars I and II generally describe the DC high voltage power supply of the present invention. Bert II generally describes the dual mode windshield heating control surface of the present invention. Bart II is generally directed to the fabrication of the dual mode windshield heating control surface digital combicoater of the present invention. The detailed disclosure includes an attached drawing. Lower explosion phantom body p-electricity, energy surplus-1 )low voltage,
That is, it provides a nominal 14 volt reserve power. Storage battery 12
The positive terminal of is connected to the DC power line 14, while the positive terminal of the storage battery 12
The negative terminal of is connected to circuit ground 16. Various DC low voltage loads, collectively represented by block 20, are connected between DC power line 14 and circuit ground J6 via normally open contacts 18, which are also part of the vehicle ignition switch. DC low voltage load 2o is usually the starting motor mobile light,
Products such as radios, electric meters, cigarette lighters, power door locks, power seat adjusters, power window operators, etc. will be expanded. The electrical circuit 10 also includes a fixed output or phase winding 24a.
, 24b and 24c 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 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. Two C1s are created between 24m, 24b and 24e. Three phase AC low voltage AC power line 30
a, 30b and 30e. The bridge type three-phase full-wave rectifier 32 is connected to the AC power line 3, respectively.
Positive polarity diodes 34 m, 34 b and 34 c connected between 0 m, 30 b and 30 e and the DC power line 14
Equipped with. The rectifiers 32 are further connected to each AC power line 30a.
, 30b and 30e and the circuit ground 16 are negative polarity avalanche diodes 36m, 36b and 3.
Equipped with 6e. In operation, the rectifier 32 connects the AC power line 30
a, 30b, and 30e, in response to the two-phase AC low voltage output by the three-phase AC generator 22, the same voltage is passed through the DC power line 14 and the circuit ground 16 to provide a DC low voltage. The storage battery 12 is charged and supplied to various DC low voltage loads 20 of the self-propelled vehicle. Voltage regulator 38 adjusts the rotating field winding 26 of three-phase AC generator 22 from battery 12 in response to the magnitude of the DC low voltage output by rectifier 32 between DC power line 14 and circuit ground 16. and adjust the amplitude of the three-phase AC voltage to provide the desired magnitude of DC low voltage, e.g., 14 volts nominally, between DC power line 14 and circuit ground 16 when rectified by rectifier 32. The voltage regulator 38 created between
98.964 or 4,636.706. As mentioned above, electric circuit 1.0 of self-propelled moving body
It is to be understood that these are of a general type and are shown for illustrative purposes only and are 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 1o within the scope of the 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. ■ U Engineering”

[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 normal vehicle electrical circuits of the type previously described. There are times when it is necessary or desirable to electrically energize ancillary loads that require 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. In the case of such a windshield heater, the resistance between the terminals of the heater element is on the order of 2 to 4 ohms, and the resistance between the terminals of the heater element is on the order of 2 to 4 ohms, and the nominal 14 pol 1-
DC! A DC voltage several times the voltage required to generate the up to 1500 watts of power needed to sufficiently heat the windshield. The present invention provides a DC high voltage source for self-propelled vehicles that is effective for advantageously energizing DC high voltage loads such as high power heaters for windshields. Load 40 is shown schematically 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. The three-phase, four-i-turn transformer 12 is connected in a wye configuration and has a phase winding 50a having an ungrounded neutral node or terminal at 52. Eight phase windings 50a, 50b and 50c having 50b and 50e are input terminals or taps 54a, 54b and 54c.
a first set of input terminals or taps 56a, 56;
b and 56c, and output terminals 58m, 5
8b and 58c are biased. 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 voltage at the output terminal 58a, Power terminals 58a and 58 supply three-phase AC high t8 pressure to 58b and 58c.
B and 58C are connected to the first three-phase A ('', high voltage is generated j''
On the other hand, three-phase AC low voltage is input to terminals 56a and 56b.
and 56c, output terminal '-f
A second three-phase AC high voltage is created at 58m, 58b and 58e. Phase windings 50a, 50b and 50c of three-phase autotransformer 42
It will be understood that the windings each serve the dual function of a primary winding and a secondary winding. For example, considering the phase winding 50&, the -order winding is formed by the length of the phase winding 50a between the input terminal T54a and the neutral node 52, while the secondary winding is formed by the length of the phase winding 50a between the output terminal 58a and the neutral node 52. Phase winding 5 between node 52
0 formed by the total length of a. In this way, the winding ratio or transformation ratio between the length of the primary winding and the length of the secondary winding of phase winding 50a will create a stepped voltage. The amplitude of the AC voltage created between the output terminal 58m and the neutral node 52 is larger than the amplitude of the voltage applied between the input terminal 54a and the neutral node 52. The same applies to the remaining two phase windings 50b and 50e. Therefore, the spacing along the phase windings 50g, 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, the first set of input terminals 54m, 54b and 54c and the 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 78c. 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. The three-phase autotransformer 42 has separate separated primary windings and two
Note the advantages in price, size and efficiency compared to transformers with secondary windings. This is particularly important for automobiles such as cars. The three-phase full-wave bridge rectifier 44 includes a positive polarity diode 60a connected between each of the output terminals 58a, 58b, and 58c of the three-phase autotransformer 42 and one load terminal 62 of the DC high voltage 1 load 40. , 6ob and 60ce4i are available. Furthermore, the three-phase full-wave bridge current filter 44 is connected to the output terminal 58a of the three-phase autotransformer 42. Negative polarity diodes 64m, 64b and 64e 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, the three-phase full-wave bridge rectifier 44 responds to the first and second three-phase AC high voltages appearing at the output terminals 58a, 58b, and 58c of the three-phase 1Jt transformer 42 by rectifying the same voltages. Corresponding first and second DC high voltages are provided between DC high voltage load 40 between ungrounded load terminals 62 and 66. 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]-6 and the load terminals 62 and 66, respectively, to properly eliminate radio frequency interference (RFI) radiating from the diode switching action taking place within the three-phase full-wave bridge rectifier 44. suppress. If necessary, other points in the circuit, e.g. AC power! ! 30a, 30b and 30 each and circuit ground 16
Similar R and FI suppression capacitors can be provided between the two. 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.
Step through the three-phase AC low voltage three-phase AC generator 22 AC power a! 30a, 30b and 30e to three-phase nine-turn transformer 42
input terminal 5-4a. A coil 72 is provided for applying voltage to the first set of 54b and 54e, respectively. Instead, the second switching relay 48 has contacts 78a that are normally open when energized.
, 78b and 78e are one shoulder three-phase AC generator 22 AC
Electricity! ! A coil 76 is provided which serves to apply a three-phase AC low voltage from 30a, 30b, and 30c to a second set of input terminals 56m, 56b, and 56c of a three-phase autotransformer 42. In short, when the first switching relay 4G operates, the three-phase autotransformer 42 and the three-phase full-wave bridge rectifier 14 transform and rectify the three-phase AC low voltage output from the three-phase AC power generation v122. Alternatively, a second switching switch 1/-48 serves to provide a first or upper level DC high voltage between the load terminals 62 and 66 to energize the DC high voltage load 40 with high (maximum) power. When operated, the three-phase JJ single-turn transformer and the three-phase full-wave bridge rectifier 44 are connected to the three-phase AC generator 22.
It transforms and rectifies the three-phase AC low voltage outputted by the converter and supplies the second or lower level DC high voltage to the load terminals 62 and 66H, thereby energizing the DC high voltage load 40 with a lower (smaller) power. In order to control the operation of the switching relays 46 and 18, the present invention envisages a suitable control device 803, which in its most basic form controls the switching of the movable contact 84 and the manually operated switch 82, It can be provided by a manually operated switch 82 with three fixed contacts 86, 88 and 90 corresponding to maximum power and low power positions, respectively. The movable contact 84 is connected to a DC power line]84. Fixed contact 86 is not connected, but fixed contacts 88 and 9° are connected to coils 72 and 76, respectively. In the maximum power position of manually operated switch 82, movable contact 84
is engaged with the fixed contact 88, the switching relay 46 is operated, and D
In the low power position of manually operated switch 82, movable contact 84 initiates and sustains a maximum (high) power operating mode in which high voltage load 40 is energized by a first DC high voltage.
is engaged with the fixed contact 90, the switching relay 48 is operated, and D
The high voltage load 40 initiates and sustains a low power mode of operation in which the high voltage load 40 is energized by a second DC high voltage. In the off position of the manually operated switch 82, the movable contact 84 engages the unconnected fixed contact 86 and deenergizes the transfer relays 46 and 48, thereby allowing 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 56m, 56b and 56c) and correspondingly add or remove switching relays (e.g. relays 46 and 48) to accommodate a greater or possibly lesser number of DCs. It will be readily appreciated that high pressure levels 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, the DC high voltage load 4° is shown as a resistor with 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.
They have an equal upper and lower relationship with respect to the potential of the neutral node 52, respectively. The neutral node 52 of the three-phase autotransformer 42 is then at the potential of the virtual neutral point of the three-phase AC generator 22, approximately half the nominal magnitude of the DC low voltage of the electrical circuit 10, i.e., the DC It is at a potential equal to half the potential between power line 14 and circuit ground 16. FIG. 2 shows the above DC voltage relationship. (2) is the DC voltage generated in the DC high voltage load 40 between the t1 load terminals 62 and 66. ■、is a three-phase autotransformer・12
Neutral node 52 and load terminal 6 of DC high voltage load 10
It is the DC voltage that appears between 2 and 2, and is equal to half of . ■It is the DC voltage that appears at n between the neutral node 52 of the three-phase autotransformer 4 old 42 and the load end T-66 of the DC high voltage load 40, and similarly ■
equal to half of V is the DC voltage developed between DC power line 111.0 14 and circuit ground 16. (2) is the DC'i pressure appearing between the DC power line 14 and the neutral node 52 of the three-phase autotransformer x42, and is equal to half of (2). (2) is the DC voltage present between the circuit ground LOY 16 and the neutral node 52 of the three-phase autotransformer 12, which is equal to half of V. ]70 In Figure 2, the high voltage V is lower than the DC low voltage V
LO is also shown as approximately three times larger, but this is only for illustration purposes and 1~, and is not in any way limiting to the present invention. 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
In the case of a mobile electric circuit where one of the two is grounded, J: is also considerably low. For example, in the latter type of mobile electrical circuit, if load terminal 66 is connected to circuit ground 16, then at ungrounded load terminal 62 there is )C The entire high voltage will be available. The larger the DC high voltage ■ is compared to the DC low voltage ■, the greater the LO voltage, the carelessness with respect to the rotation yδ grounding 16.

[It is an advantage that the present invention has in maximizing the voltage available for discharging to approximately half the voltage that would otherwise be available for such inadvertent discharges. . 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 invention is that the switching relays 46 and 48 (or equivalent) are provided so that the three-phase AC generator M122
The three-phase AC low voltage outputted by the three-phase C voltage transformer 42
The point is that it can be selectively applied to. During all other times, switching relays 46 and 48 operate by suppressing the three-phase AC low voltage from three-phase autotransformer 42.
This benefit of the present invention is that the various energy losses that would otherwise be caused if the three-phase autotransformer 42 were selectively energized can be avoided.2 This benefit of the present invention is the reduction in the amount of energy dissipation. It is particularly useful in the field B of electrical circuits for automated vehicles, where this results in increased fuel economy for the vehicle. To facilitate the design requirements of coils 72 and 76 and contacts 74 a, b, c and 78 a, b, c of transfer relays 46 and 48, conventional electrical design practice is to The output side, that is, the secondary side, of a voltage step-up transformer like this has 4 phases, 3 phases! It is stated that switching relays 46 and 48 should be placed on the high voltage/low current side of the P-turn transformer 42. 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 50a of the three-phase autotransformer 42 is not on the output or secondary side. Input terminals 54 a, b, e are connected to the input sides of b, c, that is, the primary side.
and 56a, b, e are obtained 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, a three-phase autotransformer 4
The two full-phase windings 50a, b, c can be utilized as secondary windings of the transformer for both step-up ratios. In contrast, if we use an output or secondary tap,
All phase windings 50a, b, e and below will be used as the transformer secondary windings to reduce the two step-up ratios. This also applies when using the lower step-up ratio. This is inefficient because all phase windings 50a, b, and e must still be energized. Furthermore, three-phase AC power generation fi22
For a given output power rating, the output or secondary tapping of the three-phase autotransformer 42 requires more core material and/or The presence of a larger number of turns would require a heavier and/or larger number of turns, which is very disadvantageous in the case of automatic mobile electrical circuits where weight and space constraints are severe. Step-up ratio changing taps 54 a, b, e and 56a of the three-phase autotransformer 42
, b, a and the contacts 74 a, b of the switching relays 46 and 48
, e and 78a, b, e of the present invention regarding the specific configuration of 78a, b, e.
The above advantages are best understood by looking at FIGS. 3A and 3B, in particular, FIG. 3A depicts the "next side" transformer tapping and switching arrangement of the present invention. For comparison, Figure 3B shows the opposite "secondary side" transformer tapping and switching configuration. Figures 3A and 3B show the high power tap 54 and associated contact 74 and the low power tap 56 and associated contact 7, respectively.
3A and 3B, which are limited to the negative phase winding 50 of a three-phase autotransformer 42 including It may be helpful to consider some design considerations regarding the device 42. 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 0.225X], equal to 01)
. E is the voltage output of the three-phase AC generator IEfi 22 that is maintained constant by the action of the voltage regulator 38, F is the operating frequency of the three-phase AC generator 822 driven by the mobile engine 28, and N is the three-phase single This is the number of turns of the primary winding of the winding transformer 42. From equation (1), it can be seen that the magnetic flux level φ of the three-phase autotransformer 42 is inversely proportional to the product of the generator frequency F and the number of turns N of the primary winding. For maximum efficiency, a three-phase, one-turn transformer should be multiplied by 4.
It is desirable to maintain the magnetic flux level φ at a maximum value φ that provides an operating point just below the saturation point of the B-H operating curve. 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 φ mackerel in formula (]), the following formula is obtained. (2) φ−=K E/F N If the terms in the above equation are replaced, the following equation is obtained. (3) FN=KE/φS However, the value of KE/φS is a constant. The generator frequency F 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 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 the DC low voltage load 20 and the DC high voltage load 40 during the high power mode of operation are such that the warm-up engine idle speed is low, this would be a typical case. Phase AC
If the power output of the generator 22 is greater than the speed of the mobile engine 28 during the high power mode of operation, the generator output is greater than the DC low voltage load 20 and the DC high voltage load during the high power mode of operation. The three-phase AC generator f1% 22 must be driven at a high enough frequency to meet the combined power requirements with 4o, otherwise the three-phase AC generator fi22 will be overloaded and the storage battery 12 will discharge. deaf, 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 is the same as that of the DC low voltage loads 20 and D during the low power operating mode (which is preferred).
The speed of the mobile engine 28 need not be controlled during the low power mode of operation if sufficient to meet the combined power requirements with the C high voltage load 40. This is because while warm-up idle speeds or higher engine speeds are at three-phase A, if the DC low voltage load 20 and the DC high voltage load 40 during the low power operating mode reduce the power required for warm-up. Three phase AC at engine idling speed for
If the power output of generator 22 is greater than the power output of generator 22, the speed of mobile engine 28 must still be controlled during the low power mode of operation. Otherwise, the three-phase AC generator 22 would become overloaded and the battery 12 would 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 crucible-wound transformer 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), F and N are placed in Fl and N1, respectively, and IQ
Then, (4) FIN1=KE/φ.Similarly, in equation (3), F and N are replaced by F2 and N
2 respectively, it becomes (5) F2N2=KE/φ theory. When equations (4) and (5) are solved simultaneously, (6) FIN1=F2N2 is obtained. Equation (6) can be replaced as follows. (7) N2=N1(F1/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 arrangement shown in FIG. 3A, but not by the "secondary" transformer tapping and switching arrangement shown in FIG. 3B. 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, assuming that N4 = N2 (N3/N 1), and therefore that the three-phase autotransformer 42 has the same core cross-sectional dimensions in each case, the secondary configuration of Figure 3B is similar to that of Figure 3A. The number of turns of the phase winding 50 is N4N compared to the primary side configuration in the figure.
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 Figure 3B has the disadvantage of requiring a larger three-phase autotransformer 425 than the configuration of Figure 3Al. 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. Number of turns N
Although a slight reduction in the total number of 4 could be achieved at the expense of increasing the core cross-sectional size, the weight of the three-phase autotransformer would be disadvantageously increased due to the added core material. Additionally, the primary configuration of FIG. 3A has another advantage over the secondary configuration of FIG. 3B. Referring to equation (2), for a given number of winding turns N, the maximum magnetic flux level φ of the three-phase autotransformer 42 is inversely proportional to the minimum frequency F of the three-phase AC generator 22, i.e. It will be seen that as the minimum frequency F of the generator increases, the maximum flux level φ required for the three-phase autotransformer 42 decreases. This means that the higher the generator frequency F, the smaller the core cross-sectional dimension and the less core material is required for the three-phase autotransformer 42. In this regard, to compare the configurations of FIGS. 3A and 3B, we will discuss the same number of winding turns N3 used in each configuration. In FIG. 3A, the number of winding turns N3 is used for a high power mode with a high generator frequency F], so the amount of core material can be optimized for this high frequency.On the contrary, in the third BI1g, the winding The number of turns N3 is used for low power mode only at low generator frequency F2, so the amount of core material must be designed for this low frequency. Therefore,
The configuration of FIG. 3B has the disadvantage of requiring more core material in the three-phase autotransformer 42 than the configuration of FIG. 3A for the same number of winding turns N3. 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 inefficient compared to the primary configuration of FIG. 3A where all turns N3 in phase winding 50 are fully used during both high and low power modes of operation. It is. 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 is also wasteful and inefficient compared to the configuration of FIG. 3A, in which turn N3 of phase winding 50 is energized when only one of contacts 74 or 78 is closed. 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 inverts the battery 12 voltage inversely to the voltage derived from the output voltage of the three-phase AC generator 22.
The rotating field winding 26 of the three-phase AC generator 22 is energized by the voltage derived from the AC generator 22 . This is D
The combined power conditions imposed by the C high voltage load 40 and the DC low voltage load 20 are three-phase AC generator 22 at whatever speed or frequency it is being driven by mobile engine 28. Any period during which the three-phase AC generator 22 may be overloaded, even temporarily, by imposing a combined power condition on the three-phase AC generator 22 that exceeds the power output capability of the AC source TFI 22. This is particularly important. 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 generator 8!22 is automatic, the three-phase AC
The output voltage of the generator 22 will undergo a degenerate collapse, especially at the onset of an overload condition.
By reducing the tB force voltage of the rotating field winding 26
This causes a drop in the voltage that energizes the three-phase AC source, which causes the output voltage of the three-phase AC source tfi22 to further drop.
The output voltage of the generator 22 will continue to drop until it completely collapses; however, when the rotating field winding 26 is energized from the N battery 12 via the voltage regulator 38, the rotating field winding 26 The voltage energizing the battery 12 is maintained at least as long as the battery 12 remains charged, thereby preventing degenerate collapse of the three-phase AC low voltage output by the three-phase AC generator 22. The above features of the present 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 22 from the storage battery 12; The feature is not the only way that the zero-turn field winding 26 can be implemented independently of the output voltage of the three-phase AC generator 22 at least during any period that the three-phase AC generator 22 is overloaded. Other implementations are possible and may be sufficient as long as they are powered by the derived voltage. Therefore, if this criterion is met by suitable equipment, the voltage regulator 38 can be replaced by another type of energizing the rotating field wires 26 with a voltage derived from the output voltage of the three-phase AC generator 22. It can be anything. Examples of such voltage regulators are disclosed in U.S. Patent No. 3, . No. 169,168 and No. 3.597,
No. 654, in which the voltage for exciting the field winding is passed through a diode A (derived from the generator output voltage). Another advantage of the present invention is that I) the normal operation of a self-propelled mobile electrical circuit to create a normal DC low voltage between the C power line 14 and the input ground 16 is provided by the present invention. A 4J, Zunawa, three-phase autotransformer 42, a three-phase full-wave bridge rectifier 44, switching relays 46 and 48, etc., which are not affected by the DC high voltage power supply, are not affected by the normal DC low voltage generation. The point is that it does not interfere, that is, it does not play any role. Thus, the efficiency and reliability of DC low voltage circuits are not compromised by the DC high voltage power supply of the present invention. Furthermore, as will be seen in detail below, a three-phase autotransformer 4:
2 input terminals 54 a, b, c and 56 a, b, e and output terminals 5 ga, b, e monitor the AC current flow associated with the three-phase autotransformer 42 (7 to I). st pressure negative i
provides a convenient input for obtaining an indication of the corresponding DC current flow through the fi'40. ■ Ge] 1 Nino V 1,000-2'' - 夙 - Rib - 4 - Laser control for 2 to 4 hours - In a preferred embodiment The resistive elements of the heater are configured to operate in a water removal mode of operation using a DC high voltage power supply (provided by a three-phase autotransformer 42, a three-phase full-wave bridge rectifier 44, and switching relays 46 and 48). It selectively creates the maximum heat output, small heat output, high heat output, and low heat output from the resistive element, respectively, corresponding to the defogging operation mode. =What are you planning? In the case of maximum heat mode, i.e. de-icing mode of operation, the first switching lid...
! 6 is energized, the three-phase autotransformer 42 and the three-phase full-wave bridge rectifier 44 are connected to both ends of the resistance element (6: the first DC high voltage is generated at the maximum magnitude, and the voltage is transferred from the resistance element to the moving body). generates maximum heat output sufficient to remove ice and ice from the outside surface of the windshield. In the low heat quick unweighting mode of operation, the second switching relay 48 is energized to An autotransformer 42 and a three-phase full-wave bridge rectifier 44 generate a second DC high voltage of small magnitude across a resistive element to remove condensate from the inside surface of the windshield. and or to help prevent the formation of ice or frost on the outside surface of the windshield.The resistance of the resistive element is on the order of 3.8 ohms, The maximum output from the resistive element during the ice mode of operation may be on the order of 1500 watts, and the smaller output from the resistive element during the defog mode of operation may be on the order of 400 watts, but this is for illustrative purposes only. 4- Under these circumstances, the first DCK voltage of maximum magnitude is on the order of 75 volts, while the second I)C high voltage of small magnitude is The latter two DC high voltages are on the order of 40 volts.The latter two DC high voltages are of the order of magnitude of the DC low voltages used in conventional self-propelled mobile electrical circuits, such as the one indicated by the multiplied numeral 10 in FIG. If the DC high voltage load 40 is a resistive element for a windshield heater of an automated vehicle, the present invention provides a control system 80, as shown in FIG. Consisting of a control circuit 92 and various related human resources (described below), the following sophisticated
We are planning a control device 80 that provides a series of control features. According to one of the characteristics of the control device W80 in FIG. 4, the control circuit 9
2 is a driving state in which the mobile transmission 9G is in a parked state or a neutral state, that is, as indicated by the 3i1 off sensor 98! If one of the voices does not respond to the request, the sensor initiates the de-icing mode of operation in response to a de-icing command issued by the vehicle driver, such as by pressing the instant de-icing pushbutton switch 94. In response to the position of the machine shift selector 100, the mobile transmission 96 is in the parked or nib state. -1-
Ral-like! The Sensiwa 8 switch may be a switch that is in the closed state when the vehicle is in the open position. This latter constraint is important. This is because the resistive element is so large that the addition of other electrical loads received under normal driving conditions F would overload the three-phase AC generator @ja22 and cause discharge of the storage battery 12.
This is because it represents the load on the three-phase AC generator 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 at the same time turning on the chirsol device 2102 (which may be a light emitting diode). ) to indicate that the water removal operation 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. L--9 Xu Mutian: Upper 9 Shoulder Engineer Another characteristic of the control device 80 in FIG. It works to automatically end the de-icing operation mode after a certain period of time. The predetermined deicing 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 sensor 98, the deicing operation mode immediately ends. 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. Control circuit 92 deenergizes coil 72. 2 serves to terminate the deicing mode of operation, at which time the deicing chill tail device 102 is also deenergized. q--1jJg-,,1 to =-2I',,QJlSatsu FIG. It functions to automatically start the defogging operating mode in response to the termination of the preceding deicing operating mode, except when instructed to do so. The feature of this defogging operation after deicing is that it immediately follows the dewatering mode and the resistive element is energized with a small heat output to prevent ice or frost from forming again on the outer surface of the windshield. The function is to prevent this 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 activating the defogging mode of operation and simultaneously energizing the tilt tail device W 108 (which may be a light emitting diode) to indicate that the defogging mode of operation is in progress. According to yet another characteristic of the control device 80 in FIG. When the defogging operation mode is performed in response to the defogging operation, the defogging operation mode is automatically terminated a predetermined time after the start of the defogging operation. The predetermined dispensing time described above is effective in preventing ice and frost from re-forming on the exterior of the windshield, and that conventional hot air windshield defrosters and/or interior space heaters of the vehicle perform this function. If the defogging mode is initiated by a defogging command issued by the driver, that is, by pressing the instant defogging pushbutton switch 106 In this case, 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 as a substitute for a conventional hot air windshield defroster, thereby eliminating the ductwork, blower motors, etc. normally associated with the former. Control circuit 92 serves to terminate the defogging mode of operation by deenergizing coil 76, which also deactivates defog tilt tail device 108. Dan=--217EΣC! 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, The idle speed (and torque) of the mobile engine 28 is raised above the normal idle speed (and torque) so that the power supplied by the mobile engine 28 is at the speed or frequency required to produce the power required for the de-icing mode of operation. Ensure that it is large enough to drive a three-phase AC generator 22. In the absence of this feature, the storage battery 12 would be
The three-phase autotransformer 420 dimensions are maintained at the minimum necessary to provide sufficient power without meeting the defog mode of operation when the mobile engine 28 driving the generator 22 is operating at idle speed. If this happens, the inconvenience of discharge will occur. Mobile engine 28
seaweed,. Operation is controlled by an electronic controller of known type (not separately shown) having a device for increasing the idle speed of mobile engine 28 in response to receiving a high idle command from control circuit 92. is desirable. Instead, the mobile engine 28 is specially designed for this R.
Appropriate actuators could be provided to perform the functions. Still another feature of the control device 80 of FIG. The resistive element serves to inhibit further energization in response to overheating of the windshield; such overheating that would result in damage to the windshield will cause either the de-icing or defogging modes of operation to be activated in warm weather. It may also occur if it is inadvertently started below. If the windshield temperature measured by thermal sensor 112 reaches or exceeds a specified upper limit, such as 38 degrees Celsius (100 degrees Fahrenheit), control circuit 92 operates to energize one of switching relays 46 and 48. the one that was

[σ Immediately de-energizes and terminates whichever de-icing operation mode is the defogging operation mode, whichever one happens to be in progress at the time. As contemplated by yet another feature of the controller 80 of FIG. 4, the control circuit 92 detects the voltage of the battery 12 appearing between lines 114 and 116, When V falls below a specified lower limit, such as 11 volts, further energization of the resistive element is inhibited by deenergizing the energized one of switching relays 46 and 48. This feature prevents the battery 12 from becoming excessively discharged with respect to the operation of the resistive element. Lines 114 and 116 are the DC power shown in FIG. Note that it is electrically equivalent to l 14 and circuit ground 16. 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 connected to the output terminal 58a of the three-phase autotransformer 42. 58b and 58e. Alternatively, the current flowing through one of the input terminals 54a, 54b, and 54c of the three-phase autotransformer 42, or 56a, 156b, and 56e is detected. A current transformer 118 may be added for detection.As shown in Figure 0, the current transformer 118 is looped around a lead wire 122 connected to the output terminal 58a of the three-phase autotransformer 42. Preferably, a core 120 is provided, with the leads 122 forming the primary winding of the current transformer 118.
A secondary winding 124 is wound around 0 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 connected to a DC high voltage load (
(resistance element) 40 and displays the DC current. (The DC load current is derived from the AC transform current.) If the windshield breaks and an open circuit condition occurs in all or part of the resistor, the 1) C load current flowing through the resistor will be abnormal. The drop to a low value causes the flow of AC current through lead 122 to similarly drop to an abnormally low value. 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 current transformer 118 immediately; for this purpose, the control circuit 92 connects the secondary winding 124 of the current transformer 118 and the core 120
monitors the current flowing with the leads 122 through the resistive elements and de-energizes I/-46 and 48Σ whenever this current is below a lower limit indicating an abnormally low DC current in the resistive element. 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 known forms. For example, AND gate 1-2OR gate, flip-flop, monostable multivibrator, inverter,
Control circuit 92 may be implemented using logic elements such as comparators, latch devices, etc., all known in the art. Alternatively, the control circuit 92 may be implemented by a suitably programmed digital computer with suitable peripherals. Other suitable configurations of control circuit 92 will be apparent to those skilled in the art.8 The present invention is not limited to any particular configuration of control circuit 92. ■ Gennj! The control circuit 92 shown in FIG. 4 is desirably manufactured by a digital combinator device as shown in FIG. 5. Like numbers are used in the figures to indicate like elements. Referring to FIG. 5, the digital computer 126 is based on, for example, a publication published by Mol-t29 Inc. [Advanced Technology Information, MC68(7)05R/[No Series 8-bit Microcomputer J
The microcomputer may be a microcomputer of the type 1 Herola MC6805R2, commercially available from Motorola, as described on page 12 of 19. These publications are available from Motorola Corporation or the assignee of this invention upon request. However, it should be understood that digital computer 126 may comprise any suitable digital computer. Digital computer 126 is Motorola MC680
Assuming that it is a 5R2 type microcomputer, it is necessary to implement the present invention. Alternatively, a desirable related circuit 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 pin 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 6 and bin 34 of digital computer 126. Furthermore,
A bypass switch 128 (not described earlier but discussed later) is connected between circuit ground 16 and bin 33 of digital computer 126. Pull-up resistors 130, 132, 134, 136 and 1 are connected between the 6 volt power supply 140 and the bins 33, 34, 36, 37 and 38, respectively.
38 are connected to each other. In operation, bins 33, 34.
The potentials at 36, 37 and 38 are the same as those at switches 94, 9
8,104.Shifts to ground when the associated one of 106 or 128 interjects, otherwise the switch 94°98.104.1.06 and the associated -140 6 volt of 128 maintained at a potential. Furthermore, 6 volts 1 to power supply 140 are the digital computer 1
26, and indirectly connected to bins 3, 8, and 18 of the digital computer 126 through resistors 142, 144, and 146, respectively. The reference frame 17 for the digital combi coater 26 is a 4MHz crystal connected between bins 5 and 6, and a capacitor 15 connected between bin 5 and circuit ground j6.
0. A power supply 152 is connected directly to the bin 19. Bins 2, 7 and 20 are connected directly to circuit ground 16, and a capacitor 154 is connected between bins 1 and 20. 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 combiner 7--126. In particular, pin 22 is the junction between a pair of voltage divider resistors 112 and 158 connected in series between 5 volt voltage 152 and circuit ground 6 when resistor 1 is a thermal sensor for a windshield. connected to the section. mW and transient r-wave effects are provided by capacitor 160, which connects bin 22 and circuit ground 16.
connected between. Thus, the windshield temperature sensor input appears as an analog voltage at bin 22 of digital computer 126. The secondary winding 124 of the current transformer 1]8 (which detects cracks in the windshield) is connected to the bin 2 of the digital computer 126 via a full-wave bridge rectifier 162 and a voltage divider/filter 164.
Connected to 3. The high frequency bridge rectifier 162 is provided by diodes 170 and 172. Voltage divider/filter 164 includes resistor 174 and ]76
and capacitor 178. In particular, bin 23 connects resistors 174 and 176 in series between the positive terminal of full-wave bridge rectifier 162 and the negative terminal of full-wave bridge rectifier 162, which is connected to circuit ground.
connected to the joint. A noise and transient filtering phase 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 P-wave effects are absorbed by capacitor 1 connected between bin 24 and circuit ground 16.
84. Reverse polarity voltage protection is provided by 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 12G bin 27, 32° 35.
39 and 40 are outputs from the input/output devices of the digital computer 126. Each discrete output is connected to the emitter ground plane using an integrated circuit buffer module 1.90 (C
A3081) is buffered through an NPN junction I transistor provided as part of the A3081. Bin 39 of digital computer 126 is a rapid idle discrete output. When the potential at bin 39 is low, NPNI-transistor 192 in integrated circuit buffer module 190 has resistors ]94 and ]96.
The resistor 19 is turned off by the bias action of the resistor 19 and sends a rapid idling command signal (high potential) to the mobile engine 28.
8 and via line 110. Bins 35 and 40 of digital computer 126 are the de-icing relay output and defogging relay output, respectively. If the potential at bin 35 is high, the NPNI-transistor 200 in the integrated circuit buffer module 190 will resistor 2
M is turned on by the bias action of 02 and 204.
The OS FET 151 dynamic transistor 206 is turned off and the deicing coil 72 f- is energized. Similarly, when the potential on bin 40 is high, NPN l-transistor 208 in integrated circuit buffer module 190 is turned on by the biasing action of resistors 21-0 and 212, turning on MOSFET-driven l-transistor 214 and removing the fault. 7-il 76 'ix N force, MO
The 8FET drive I/R drive stars 206 and 214 may be, for example, IRF95ulP channel devices available from International Rectifier. Biasing action 216 and 2]8 are nominally 2pol l-power supply 220 (
The Q output of the mobile ignition switch normally open contact 18 is connected to the E of the MOSFET drive transistors 206 and 21/1, respectively. Drive stars 206 and 21
4 is kept turned off at all times except when N P N +- transistors 200 and 208 are turned on. The diodes 2'' and 22 are connected from the base of the N P N +- transistor 200 to the collector of the NPNI- transistor 208 in an interro... 1:, in the event that the potentials of the bins 35 and 40 are high at the same time. NPN
l Helangistor 208 is turned on reliably, and the NPNI
・When the run transistor 200 turns off, the operation mode is changed to the circuit def.
lt) mode. Bins 27 and 32 of the digital combination coater J-26 are display outputs for deicing and defogging, respectively. In the standby state, the integrated circuit buffer module]N in 90
PNI transistor 224 is turned on by the biasing action of resistors 266 and 228 to keep the dewatering chill tail device i02 in a de-energized state; similarly, in the standby state, NPN transistor 230 in integrated circuit buffer module 190 bin 2 of digital computer 126 is turned on by the biasing action of resistors 232 and 234 to keep defogging deltail device 108 deenergized.
When the potential of 7 is low (during deicing mode), N P N
) - The transistor 224 is turned off. : allows the tilt tail device 102 to be energized via a nominal 12-pol 1-4 resistor 236 connected to the power supply 220. Similarly, when the potential of the bottle 32 is low (in the defogging mode), the transistor 230
turns off, causing the tilt-tail device 108 to be energized through a resistor 240 connected to a nominal 12 volt power supply 2x20.
Embodied in a set of flowcharts shown in FIG. 17/
Works according to the Nibrogram. Referring to FIG. 6, the main program is opened when the -E force is first applied to the digital combicoater 26, such as at the time 250 when the normally open contact 18 of the ignition switch closes. Following the power amplifier, the program starts with the seventh initialization routine.
The process proceeds to an initialization step 252, which is executed as shown in the figure. Thereafter, the main 10-gram is transferred to the phono L stage 254 where the FOL1-routine is executed as shown in FIG. 8, and the switch stage 14F 256 where the switch routine is executed as shown in FIG.
, and a timer stage 258 in which a timer routine is executed as shown in FIG. The latter three steps 254, 256 and 258 are repeated continuously as long as the digital computer 26 is powered up. Referring to FIG. 7, the initialization routine begins at point 260.
starts at an interrupt enable stage 262 in which an internal interrupt timer within the central processing unit of the digital computer 126 is set, after which such timer repeats the interrupt loop 5 as shown in FIG. 1-1, e.g. Calls every 25 milliseconds. Following the interruptible step 262, the initialization routine proceeds to an off step 264, where the off routine is executed as shown in FIG. For that role, the υ initialization routine proceeds to an 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. In other words, the instructions of the de-icing timer to time the de-icing operation mode, the defogging timer to adjust the timed defogging operation mode 3, and the instructions from the son whose windshield was broken are interpreted as valid (7). and a crack detection delay timer to time the delay following the initial energization of the Mikawa AC Generator+1!122. The latter delay causes the voltage regulator 38 to switch between the three-phase AC low voltage output 3 of the three-phase AC5@electric fi 22 and the mobile engine 28.
can be ramped up to its full operating value slowly enough that the increase in load on the vehicle is not noticeable in the vehicle's driving behavior. 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 the digital computer 1-26 determines whether the count in the water removal timer is zero, meaning that the timer is inactive. If the determination at decision step 272 is no, the program moves to decision step IR274 where digital computer 126 also determines whether the count in the de-icing timer is 1 at decision step 274. If the judgment is yes, the water removal timer flag is set to step 27.
6, the routine advances to the de-ice timer decrement step 278. If the answer at decision step 274 is no, the program immediately proceeds to de-ice timer decrement step 278. In the deicing timer decrement step 278, the dewatering 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 check 1 new at decision step 280 is no, the program proceeds to decision step 282 where digital computer 126 determines whether the count in the defog timer is one. If it's 1! Ji V2nd floor 28
If the determination at step 2 is yes, the defogging timer flag is set to true at stage +ra 284 and the routine immediately advances to the defogging timer decrement stage 286. In the defogging timer decrement step 286, the defogging timer is decremented by a count of 1, and then the routine moves to decision step 288.6 Similarly, if decision step 280
If the determination at is yes, the interrupt routine immediately proceeds to decision step 288. 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 2.
After the crack detection delay timer is decremented by a count of 1 at 90,
The interrupt routine proceeds to exit point 292, where the routine ends. Similarly, if 'I at decision step 288
If Jl is rejected or yes, the routine immediately ends at point 29.
Proceed to step 2. Referring to FIG. 8, the FOL1-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 bin 24 indicates that the voltage of battery 12 is below the 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 proceeds to off step 300 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 answer at decision step 296 is no, the fault routine moves to decision step 304 where digital computer 26 determines whether the bin 23 break detection input indicates that the windshield is broken. do. 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 answer at decision step 306 is yes, the fault flag is set true at step 298 and the routine passes through steps N300 and 302 as previously described. If the answer at decision step 306 is no, the fault routine moves to decision step 308. Similarly, if the judgment step 304
If the determination at is no, the fault routine immediately proceeds to decision step 308. At decision step 308 of the fault routine, digital computer 126 determines that the windshield temperature input at bin 22 indicates that the windshield temperature is at an upper limit of 2, e.g., 38 degrees Celsius.
It is determined whether the temperature is above 100 degrees Fahrenheit. If the determination at decision step 308 is yes, the program proceeds to decision step 310 where digital computer 126 determines whether bypass switch 12
8 is interleaved, that is, whether or not the bottle 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 stage PI 310 is no, the fault flag is set true at step 298 and the program continues at steps 300 and 302 as described above.
pass through. If the determination at decision step 310 is yes, the program moves to decision step 312. Similarly, if the answer at decision step 308 is no, the fault routine immediately proceeds to decision step 3]2. In the decision step 312 of the fault routine, the digital computer 126 determines that the bin 34 is not connected to the sensor 9 because the mobile transmission Fp 196 is in the parked or neutral condition.
P1 determines whether the switch No. 8 is at ground potential indicating that it is closed. 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 judgment at judgment stage IQ 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 in decision step 316 is yes, the program continues in step 3 as described above.
14 and 302. If the answer at decision step 316 is no, the program proceeds to step 318 where the timed defog routine is executed as shown in FIG. Proceed through 302. Referring to FIG. 9, the switch routine monitors the status of dewatering, defogging and off pushbutton switches 94, 104 and ], 06. Switch routine is point 3
20 and proceeds to a decision step 322 where the digital computer 126 selects the pushbutton switches 94, 104.
It is determined whether any of 06 and 06 are interdigitated as indicated by the potentials of bins 36, 38 and 37, respectively. If the determination at decision step 322 is no, the switch routine immediately proceeds to exit 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. The six step 328 delay for determining whether one of the push button switches 94, 104 and 106 is still closed as indicated by the potential on the appropriate one of the bins 36, 38 and 37 is 10 millimeters. Although it is on the order of seconds,
Used to eliminate false "switch open" indications due to whistling sounds, bouncing switch contacts, and other transient conditions. If the determination at decision step 330 is no, the switch 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 compino,
The switch 126 compares the read switch number to the stored number representing the (deicing) pushbutton switch 94 to determine whether the closed switch is the (excluding 7iC) pushbutton switch 94. If the determination at decision step 332 is yes, the switch routine continues at step 334.
14, where the timed de-icing routine is executed as shown in FIG. If the decision in the decision UI step 332 is no, then
The program proceeds to decision step 336, where the digital computer 126;
A comparison is made with the stored number representing the (defog) push button switch 106 to determine whether the closed switch is the (defog) push button switch 106. If the determination at decision step 336 is yes, the program proceeds to step 338 where the continuous defog routine is executed as shown in FIG. If the answer is NO (indicating that a large number of switches are idle), the program proceeds to step 340 where the off routine is executed as shown in FIGS. The routine proceeds to exit point 324. Referring to Figure 10, the timer routine monitors a circuit timer. If the determination at decision step 344 is yes (J'), the program moves to step 346 where the timed defog routine is executed as shown in FIG. Following step 346, the timer routine resumes in step 3118 where the water removal timer flag is set to false before the timer routine proceeds to an exit point 350 where the routine ends. If the determination at l'JJ steps 173, 14 is no, the timer routine proceeds to decision step 352 where digital computer 1:26 determines whether the defog timer flag is true. If the determination at step 352 is yes, the progerano moves to step 354 where an off routine is executed as shown in step 121A. Following execution of step 354, the timer routine resumes at step 356 where After the defogging timer flag is set to false, the program proceeds to exit point 350 where the timer routine ends. Speaking of the 121st N, is it a digital compino? 12
The off routine of 6 turns off the circuit timer and all outputs 3. In particular, the off routine begins at point 358 and then passes to step 360 3j1. Then, the (water removal) coil 72 and (deicing) chill tail device 102 are deenergized. Stage 3
From 62, the program proceeds to step 364, where the rapid idle command signal is input (ii'f). From step 362, the program advances to step Va 364, where the purge 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
(defog) tilt tail device 108 is deenergized. From step 368 the program advances to step 370 where the defog flag is set to false. From step 370, the program advances to step 372 where the defog timer is reset to zero C. From step 372, the progerano proceeds to step 1e 374, whereupon the delay routine enters the thirteenth step.
It is executed as shown in the figure. The delay step of step 374 ensures that the de-icing mode is activated before the defogging mode is initiated when the circuit automatically transitions from the dewatering mode of operation to the de-icing mode. finish. Step IPJ 374
From then on, the offru-chin proceeds to exit point 376, where the routine ends. Referring to FIG. 14, the timed deicing routine is performed at point 37.
8 and proceeds directly to the 1'11 disconnection step 380, where the 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 water removal routine immediately proceeds to an exit point 382 where the routine ends; if the determination at decision step 380 is no, the program proceeds to decision 111i[) 384. ,
The digital combi coater 126 then determines whether the count in the de-icing timer is equal to zero. If judgment stage 3
If the determination at 84 is no, the de-icing routine proceeds directly to end point 382 . If the determination at decision step 384 is yes, the program proceeds to decision step 386 where the digital computer 126 determines that the mobile transmission 96 is indicated by the potential on the bin 34 determined by the state of the switch of the sensor 98. It is determined whether the vehicle is in a parked state or a Nicotral state. If judgment stage 38
If the determination at 6 is no, the water removal routine proceeds directly to end point 382. If the determination at decision step 386 is yes, the water removal routine proceeds to decision step 388 where digital computer 126 determines whether the defog flag is true. 12 judgment stages 388
If the decision is yes, the program ends at end point 3.
Proceed to step 82. If the answer at step 388 is no, the timed removal 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 decision step 390 is no, the de-icing routine proceeds directly to termination point 382, if decision step 39
If the 0 determination is yes, the program proceeds to step 392 where the digital computer 126 initiates a two speed idle command to the mobile engine 28 via line 10. 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 are activated.
02 is energized. From step 394, the de-icing routine proceeds to step 396, where the de-icing timer is delayed by an appropriate amount of time;
For example, 0 steps m set to give 2 minutes 396
The dewatering routine then proceeds to step 398 where the crack detection delay timer is reset. From step 398, the program proceeds to exit point 382, where the temporary water removal routine ends. Regarding FIG. 16, the timed defogging routine is at point 4.
From the 0 step 402, where the digital computer 126 de-energizes the (water removal) coil 72 and the (water removal) chill tail device 102, the timed defog routine proceeds to step 404, where the timed defogging routine proceeds to step 404, where the digital computer 126 de-energizes the (water removal) coil 72 and the (water removal) chill tail device 102. The second gear idle command to the mobile engine 28 via is eliminated. From step 1')ffi 404, the timed defog routine proceeds to step 106, where a delay routine is executed as shown in FIG. The delay in step 406 is such that the (water removal) coil 72 is deenergized and the relay contacts 74a,b are closed. C is provided so that it can be opened to the extent that the (defogging) coil 76 is energized. Step 1106
Following the delay, the timed defogging routine proceeds to step 408 where the (moxibustion) coil 76 and the (a-moxibustion) chill tail device 108 are energized. From step 408, the timed defogging routine proceeds to step 410, where the defogging timer is timed to provide an appropriate defogging time, e.g., 10 minutes. - 0 stage 410
The program then proceeds to step 412 where the crack detection delay timer is reset to one. From step 412, the timed defog routine proceeds to an exit 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 dental computer 126 determines whether the fault flag is true. If the determination at t'll song step 418 is yes, the defogging routine proceeds directly to end point 420, where the routine ends. If the answer in decision step 7118 is no, the program continues in step 4.
22, where the (de-icing) coil 72 and the (de-icing) chill tail device 102 are de-energized. From step 422 the program moves to step 424 where the de-icing timer is reset to zero. From step 2 426, where the idle command is extinguished, the program proceeds to step 128, where the delay routine is executed as shown in FIG. Delay removal + of step 428: ) Coil 72 is deenergized and (JJk removed) relay contacts 74 a, b, e are provided to allow opening before coil 7 fE+ is energized. . Following the delay in step 428, the continuous defog routine proceeds to step 430, where the crack detection delay timer is reset. From step 430, the program proceeds to step 432, where the defog timer is reset to zero. , from step 432 the program proceeds to step 434 where the defog flag is set to true.
34, the routine moves to step 1136 where the digital computer 12 (defog coil 76)
(especially for defogging) and energizes the Tilsol device 108. From step 136, the continuous defogging routine advances to an end-of-winter point 420, where the routine ends. Referring to FIG. 13, the delay routine is turned on. The program then proceeds to step 442 where the X register is decremented by a count of one. From step 142, progera 13 proceeds to P1 disconnection step 444, where digital computer 126 determines whether the count in the X register is equal to zero. If the decision at decision stage Pa 444 is no, the program recycles through steps 442 and 444 until the number in the X register is decremented to zero and the decision at decision stage 444 is yes. X at step 440
The reference numbers loaded into the registers are preferably X'd by recycling steps 142 and 444. If the determination at decision step 1144 is yes, the delay routine proceeds to step 446 where an accumulator within the central processing unit of digital computer 126 is 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 answer at decision step 448 is no, the program returns to step 4/10 and repeats the delay process described above. If the answer at decision step 448 is yes, the program proceeds to exit point 45C) where the delay routine ends. It will be appreciated that the length of the delay period created by the delay routine is determined by the number loaded into the accumulator at +7j when the delay routine is called;・When called during execution of the Sochi routine and the switch routine shown in FIG. 18, it causes a delay of approximately 10 milliseconds;
Continuous defogging routine as shown in Fig. 5, and the 16th
When a delay routine is called during execution of a timed defogging routine as shown in the figure, it is preferably one that provides 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, namely, the de-icing pushbutton switch 94, the defogging pushbutton switch 106, and the off pushbutton switch. Button switch 104 is used, but if the driver of the moving object
Alternative embodiments utilizing a single manual switch for E are also possible. 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, the process proceeds directly to decision step 454 where digital computer 126 determines whether input switch 94 is closed as indicated by the potential on bin 36. If the 'I'll' return at decision step 454 is no, the progera 11 proceeds to decision step...156, where the digital compo. - The controller 126 determines whether the switch flag is set to set. If the answer at decision step 456 is no, the program immediately proceeds to exit point 158, where the switch routine ends. If judgment stage 15
If the answer at step 6 is yes, the program moves to step 460 where the 25 millisecond delay routine is executed as in FIG. Following the delay of step 1160, the switch routine proceeds to step 462 where the switch flag is cleared and the program then proceeds to exit point 458. If the answer to step 1 454 is yes, the program proceeds to decision step 464 where digital computer 126 determines whether the Sui Sochi flag is set. If the determination at decision step 464 is yes, the program continues to end point 458. If the answer at decision step 4C)4 is no, the program moves to step 166 where the 25 millisecond delay routine is executed as shown in FIG. 13, and then the switch routine goes to decision step 468. move on. 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 answer at decision step 468 is yes, the program proceeds to step 470 where the switch flag is set. From step 470, the program moves to decision step 472. The digital computer 126 then determines whether the windshield heating circuit is off or deenergized. If the answer at decision step 472 is no, the switch routine proceeds to stage l':f 474 where the off routine is executed as shown in FIG. Following the off-routine' of step 474, the program proceeds to exit point 458. If the determination at decision step 472 is YES, the SWITCH routine advances to decision STEP 476 where the digital computer 126 determines that the mobile transmission 96 is in a state indicated by the SWITCH status of the sensor 98 in the bin 311. Determine whether the vehicle is in a parked state or a neutral state. If the determination at decision step 476 is yes, the program moves to step 478 where the timed de-icing routine continues with the de-icing routine of nine steps 478 which are executed as shown in FIG. 1.4. , the switch routine ends at 15
8, where the routine ends. Conversely, if the determination at decision step 476 is no, the program moves to step 480 where the continuous defog routine performs the first
This is executed as shown in Figure 5. Following the defogging routine of stage Wt2480, the switch routine reaches end point 458.
and the routine ends there. It will now be appreciated that the single switch embodiment is characterized by a timing cycle and a continuous cycle. The timing cycle begins when the driver first closes the single input switch 94 when the mobile transmission 9G enters the parked or neutral state (thereby providing a de-icing command). It is initiated in response to an action and can be terminated at any time thereafter in response to the operator's next closing of the single input switch 94 (thereby issuing an off command). The timing cycle (if not completed first)
The timing cycle is started when the timing cycle is started, and when the predetermined water removal time has elapsed or the mobile transmission 96 is shifted to a state other than a parked state or a neutral state, whichever occurs first. It has a high heat de-icing mode of operation that terminates in response. The timing cycle further includes (if not terminated first) a low-temperature 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. Equipped with. The continuous cycle is responsive to the operator closing a single input switch 9.1 minute (thereby providing a defog command) while the mobile transmission 90 is in a state other than a parked or neutral state. and then terminates in response to the driver's subsequent closing of the cliff input switch 94 (thereby generating an off command). The 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. Under the patent application filed by the applicant on the same date as the present application
Please refer to the <MJD/1977) issue=1. BRIEF DESCRIPTION OF THE INVENTION FIG. 1 is a schematic diagram of an air circuit for an automated vehicle incorporating the principles of the present invention. FIG. 2 shows various information useful in explaining the invention in detail.
) It is a graph diagram of C voltage relationship. 3A and 3B are partial schematic diagrams of transformer tap changing configurations useful in further explaining the present invention; FIG. 4 is a dual mode design incorporating the principles of the present invention; FIG. It is a schematic diagram showing a windshield heating control system. FIG. 5 is a schematic diagram illustrating the configuration of a dual mode windshield heating control digital combination according to the principles of the present invention, featuring three driver operated input switches. 61'2J to 16 are flowcharts useful in explaining the operation of the digital computer arrangement of FIG. 4 of the present invention. FIG. 17 is a schematic diagram illustrating an alternative dual-mode windshield heating control digital control configuration in accordance with the principles of the present invention, featuring a V-input switch operated by the driver; FIG. 18 is a flowchart [A] useful for explaining the operation of the digital computer arrangement of the present invention of FIG. 10...Electric circuit for self-propelled mobile 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 12... Three Single-turn phase transformer 44...Three-phase full-wave bridge rectifier = 16.48...Switching relays 54a, 54b, 54c, 56m, 56b,
56c -- Input terminal 62.66 Load terminal 8
0...Control device 92...Control circuit 94.104,106...Push button switch 5 ()
...Mobile transmission 98...Sensor 110...
Line 118...Current transformer 120...Computer (4 other people)

Claims (1)

[Claims] 1. Supplying a DC low voltage to the ground (16),
C: a storage battery (12) that supplies low-voltage backup power; a generator (22) that generates three-phase AC low voltage; and a generator (22) that converts the three-phase AC low voltage into the DC low voltage and charges the storage battery. A three-phase rectifier (3) feeding a DC low voltage load (20) of
2), a three-phase single step-up type electric circuit for supplying three-phase AC high voltage by transforming the three-phase AC low voltage outputted by the generator; a three-phase autotransformer (42) that is unrelated to the generation of the DC low voltage; and a three-phase autotransformer (42) that rectifies the three-phase AC high voltage outputted by the three-phase autotransformer to generate the DC high voltage. A DC high voltage load (40) having a three-phase full wave rectifier (44) for supplying voltage and a pair of non-grounded terminals (62, 66), between which the DC high voltage is applied. said DC high voltage load with respect to ground such that the voltage at one terminal of said DC high voltage load is above ground and the voltage at the other terminal of said DC high voltage load is below ground. from an ungrounded terminal of said high voltage load when one terminal of said DC high voltage load is otherwise grounded. 1. An electrical circuit for an automatic moving object, comprising: a DC high voltage load that reduces the voltage to approximately one half of the voltage that would be used in the event of an inadvertent discharge. 2. Only when it is desired to energize the DC high voltage load (40) to avoid the energy losses associated with energizing the three-phase autotransformer at all other times. 2. An automatic system as claimed in claim 1, characterized in that it comprises application means (46, 48, 80) for selectively applying a phase AC low voltage to said three-phase autotransformer (42). Electric circuit for mobile objects. 3. The three-phase autotransformer (42) has first and second sets of taps (54, 56), and in response to the application of the three-phase AC low voltage, different step-up transformers are applied. providing said first and second three-phase high voltages, wherein the amplitude of the corresponding first three-phase AC high voltage is greater than the amplitude of the corresponding second three-phase AC high voltage; A full wave rectifier (44) is connected to the first
and a second three-phase AC high voltage, the amplitude of the corresponding first DC high voltage being greater than the amplitude of the corresponding second DC high voltage, the first DC high voltage load (40) and a second DC high voltage to provide high power and low power modes of operation, wherein the first and second sets of taps are input or primary taps opposed to output or secondary taps. The three-phase autotransformer is characterized in that it can be constructed with less core material and/or fewer winding turns and can operate more efficiently than would otherwise be possible in the case of an output or secondary tap. An electric circuit for an automatic moving body according to claim 1. 4. The DC high voltage load (40) is a high power window glass heater element, and the three-phase AC low voltage is connected to the first set of input taps (54) of the three-phase autotransformer (42). ) to energize the window heater element with the first DC high voltage to provide a high thermal mode of operation; alternatively, the three-phase AC low voltage is selectively applied to the three-phase autotransformer. Applying means (46,
48, 80). The electric circuit for an automatic moving object according to claim 3, characterized in that the electric circuit comprises: 48, 80). 5. The generator (22) has a three-phase A power output determined by the driven speed of the generator and the amount of excitation of the generator.
C low voltage when combined with the power conditions imposed on the generator by said DC low voltage load (20);
The DC high voltage load (40) overloads the generator by imposing a power requirement on the generator that is greater than the maximum power that the generator can deliver at the driven generator speed. so that the three-phase A output by the generator when the generator is energized by a voltage derived in dependence on the three-phase AC low voltage.
C. An automatic mobile electrical circuit according to any one of claims 1 to 4, in which degenerate collapse occurs at low voltages, at least during the time when the generator is overloaded. (12) or avoiding degenerate collapse of the three-phase AC low voltage by exciting the generator with a voltage derived from another voltage source that is not dependent on the three-phase AC low voltage output by the generator; An electric circuit for an automatic moving body, characterized by comprising an excitation means (38) as described above. 6. The electric circuit for an automatic moving body according to claim 5, wherein the excitation means is a voltage regulator (38). 7. Measure the magnitude of the AC current flowing through the three-phase autotransformer (42) as an indication of the magnitude of the DC current flowing through the DC high voltage load (40) and detect any abnormal current conditions in the DC high voltage load. Measuring means (1) for detecting the presence of
18, 92, 126). The electrical circuit for an automatic moving body according to any one of claims 1 to 6. 8. controlling said mobile engine (22) to drive said generator (22) at a frequency greater than a frequency corresponding to a normal idling speed of said mobile engine (28) during said high heat operating mode; Claims 3 to 7, characterized in that the generator comprises control means (92, 110, 126) adapted to satisfy the increased power requirements imposed on the generator. electrical circuits for automatic moving objects. 9. In an electric circuit for an automatic mobile body having a transmission (96) operable in park, neutral and one or more drive states, when the transmission is in the park or neutral state; Adjusting the idle speed of the mobile engine (28) from the normal idle speed of the generator at a high enough frequency to produce sufficient power to meet the combined power requirements of the DC high voltage load and low voltage load. (22) comprises means (92, 98, 126) for effectively increasing the idling speed at which it is to be driven. The electric circuit for an automatic moving object according to item 1. 10. The electric circuit for an automatic moving object according to any one of claims 1 to 9, wherein the DC high voltage load is a high power load.