JPS639243Y2 - - Google Patents

Description

[Detailed Description of the Invention] This invention relates to a control device for a charging generator that is driven by an internal combustion engine mounted on a vehicle or the like and charges a storage battery with its rectified output.

Generally, a vehicle is equipped with an internal combustion engine such as a gasoline engine as a driving source.
The AC output voltage of the AC generator driven by the internal combustion engine is rectified to charge a storage battery mounted on the vehicle or the like. At this time, the voltage regulator that adjusts the output voltage of the alternator has a fixed voltage value (usually around 14.0 to 15.0V).
It is controlled so that This predetermined value is set to optimize charging of the storage battery, so when the storage battery is largely discharged or the electrical load of a vehicle is heavy, the generator needs to generate a large output.

However, the AC generators installed in the above-mentioned vehicles have low efficiency, typically around 30 to 50%. Therefore, the input energy becomes an output loss of the internal combustion engine, and occupies a large proportion of the internal combustion engine load during sudden acceleration. For example, in an example of a 1600cc class gasoline engine, the maximum output is determined by the engine rotational speed.
Output of approximately 80 horsepower can be obtained at around 5000 rpm,
Considering the case of sudden acceleration from an engine speed of about 1500 rpm, the output at this time will be about 25 horsepower. On the other hand, since the generator rotates at a pulley ratio of about twice as much, it reaches a state where it can output approximately 3000 rpm or more, which is close to the full output. Therefore, the drive input is about 2 to 3 horsepower, and about 10% of the total output is wasted. Due to this generator load, when rapidly accelerating from a constant rotation speed (approximately 1000 to 1500 rpm), the rise of the engine rotation speed becomes slow, which has the disadvantage of worsening the ability of the rotation speed to follow the accelerator opening. Since it takes time to accelerate, it has the disadvantage of worsening fuel efficiency.

Therefore, the main purpose of this invention is to provide a control device for a charging generator that can eliminate the above-mentioned drawbacks and can optimally control its output voltage depending on the load.

To summarize this idea, the ripple component included in the output voltage of the alternator is extracted, converted to a voltage proportional to the frequency, the voltage is differentiated, and the field coil of the alternator is calculated based on the differential output. The output voltage of the alternator is controlled to a predetermined value by controlling the field current flowing through the AC generator.

This invention will be explained in more detail below with reference to the drawings.

FIG. 1 is an electrical circuit diagram showing a control device for an alternating current generator, which is the basis of this invention. In the configuration,
An internal combustion engine 1 is mounted on a vehicle (not shown), and an alternating current generator 2 is driven by the internal combustion engine 1. The alternating current generator 2 has an armature coil 201 and a field coil 202 connected in a three-phase star shape. A three-phase full-wave rectifier circuit 3 for full-wave rectifying the AC output voltage is connected to the armature coil 201. This three-phase full-wave rectifier circuit 3 has a first rectifier output end 301 , a second rectifier output end 302 , and a third rectifier output end 303 . A voltage regulating circuit 4 that controls the output voltage of the alternator 1 to a predetermined value is connected to the second rectified output terminal 302 and the third rectified output terminal 303. Furthermore, an acceleration/deceleration detector 5 is provided in connection with the internal combustion engine 1 to detect acceleration and deceleration states of the internal combustion engine 1. This acceleration/deceleration detector 5 has a deceleration signal output terminal 501 that outputs an H level signal during constant speed and deceleration, and an L level signal during acceleration, and an L level signal during constant speed and acceleration, and an H level signal during deceleration. Acceleration signal output terminal 502
and power supply terminals 503 and 504. A deceleration signal output terminal 501 and an acceleration signal output terminal 502 of the acceleration/deceleration detector 5 are connected to the voltage adjustment circuit 4.

That is, the deceleration signal is applied to the base of the transistor 411 included in the voltage adjustment circuit 4, and the acceleration signal is also applied to the base of the transistor 412. A resistor 410 is connected in parallel between the collector and emitter of the transistor 411, and a series circuit of a resistor 409 and the resistor 410 is connected in parallel between the collector and emitter of the transistor 412. Furthermore, the resistor 409 has a resistor 40
8 and 407 are connected in series and connected to the second rectified output end 302. Therefore, these resistors 407 to 410 constitute a voltage dividing circuit for dividing the rectified output voltage. The cathode of a Zener diode 406 is connected to the connection point between the resistors 407 and 408, and the anode of the Zener diode 406 is connected to the base of the control transistor 405.

It is connected to the second rectified output terminal 302 via the collector resistor 404 of the transistor 405, and is also connected to the base of the transistor 403. This transistor 403 has a transistor 4
02 is Darlington connected, and both collectors are connected to one end of the field coil 202. moreover,
A diode 401 is connected to both ends of the field coil 202 to absorb surge voltage. Furthermore, the second rectifier output end 302 is connected to one end of the key switch 7 via the charging indicator lamp 8, and the other end of the key switch 7 is connected to the + electrode of the storage battery 6 and the first rectifier output end 301. One electrode of the storage battery 6 is connected to ground, that is, to the third rectified output end 303.

Next, the operation shown in FIG. 1 will be explained. first,
When the key switch 7 is closed when starting the internal combustion engine 1, current is supplied from the storage battery 6 to the base of the transistor 403 via the key switch 7, the charging indicator lamp 8, and the resistor 404, and the transistors 403 and 402 become conductive. Therefore, from the storage battery 6 to the key switch 7, the charging indicator lamp 8,
Field coil 202, transistors 403 and 4
A field current flows through the circuit 02, and a field magnetomotive force is generated. At this time, since the internal combustion engine 1 is stopped, the deceleration signal output terminal 501 of the acceleration/deceleration detector 5 is at H.
level, and the acceleration signal output terminal 502 becomes L level. Therefore, the transistor 411 is conductive, but the transistor 412 is non-conductive.
As the transistor 411 becomes conductive, the resistor 410 becomes short-circuited, and the output voltage of the alternator 2 is set to a first predetermined value that is optimal for charging the storage battery 6 .

In this state, the internal combustion engine 1 starts, and the alternator 2
When the acceleration/deceleration detector 5 is driven, an AC output voltage corresponding to the rotation speed is applied to the armature coil 201.
induce. This AC output voltage is the full-wave rectifier circuit 3
The first rectified output end 301 is full-wave rectified by
A positive voltage is outputted to the second rectified output terminal 302 and a negative voltage is outputted to the third rectified output terminal 303. When the voltage at the first rectified output terminal 301 exceeds a first predetermined value, the potential at the voltage dividing point a increases, and the Zener diode 406 and the transistor 405 become conductive. Thereby, transistors 402,4
03 becomes non-conductive, the field current flowing through the field coil 202 decreases, and the AC voltage induced in the armature coil 201 decreases.

By repeating the above-described operations, the output voltage of the alternator 1 is controlled to a first predetermined value (approximately 14.0 to 15.0 V) that is optimal for charging the storage battery 6.

On the other hand, since the second rectified output terminal 302 also has approximately the same voltage as the first rectified output terminal 301, if that voltage becomes approximately equal to the terminal voltage of the storage battery 6, the potential difference between both ends of the charging indicator lamp 8 will decrease. , the charging indicator lamp 8 goes out to display the charging state of the storage battery 6. When the acceleration/deceleration detector 5 detects that the rotation of the internal combustion engine 1 is in an accelerated state, both the acceleration/deceleration signal output terminals 501 and 502 become L level. Therefore, both transistors 401 and 412 become non-conductive. Therefore, the short-circuited state of the resistor 410 is released, and the potential at the voltage dividing point a increases. In other words, the partial voltage potential is set to a second predetermined value (approximately
12.5 to 13.5V).

Also, when decelerating, the acceleration/deceleration signal output terminals 501, 5
Since both transistors 02 are at H level, transistors 411 and 412 are both conductive. Therefore,
Resistors 410 and 411 become short-circuited, and the divided potential at point a drops. That is, the output voltage of the alternator becomes a third predetermined value (approximately 15.0 to 16.0V) higher than the first predetermined value. This means that
During acceleration, the control voltage of the voltage adjustment circuit 4 is lowered to a second predetermined value to reduce the output of the alternator 1, which is supplied from the storage battery 6, thereby reducing the load on the internal combustion engine 1 and increasing the rotation speed. This means improving followability and reducing fuel consumption. Conversely, during deceleration, the control voltage is increased to a third predetermined value, and during acceleration, the control voltage decreases to compensate for the insufficient charge amount, and the output voltage of the alternator 1 increases, so that the internal combustion engine 1 The load increases, and the downward followability of the rotational speed can be improved. During constant speed rotation, the first
Since the storage battery 6 is kept at the predetermined value, the storage battery 6 will not be undercharged or overcharged.

As mentioned above, if the control device shown in FIG. 1 is used in a vehicle that frequently repeats acceleration and deceleration, the load on the internal combustion engine 1 during acceleration is reduced, so it is possible to improve tracking performance and reduce fuel consumption. will also be improved. Further, since the load on the internal combustion engine 1 increases during deceleration, the followability can be improved in this case as well, and the effectiveness of the engine brake of the automobile can be improved. Furthermore, by appropriately adjusting the control voltage, a lack of charge during acceleration can be compensated for during deceleration, and the energy saving effect can be enhanced.

FIG. 2 is an electrical circuit diagram of one embodiment of this invention. This FIG. 2 is the same as FIG. 1 except for the following points. That is, instead of the acceleration/deceleration detector 5 shown in FIG.
A deceleration signal amplifier 11 and an acceleration signal amplifier 12 are provided. The frequency-voltage converter 9 converts the alternating current generator 2 generated at the 1-phase output terminal 304 of the rectifier circuit 3
detects the ripple voltage and generates a voltage proportional to the frequency. This voltage is applied to the differentiating circuit 10, and a differentiated signal is output. One of the differential signals is applied to the deceleration signal amplifier 11 via the diode 13, and the other differential signal is applied to the acceleration signal amplifier 12 via the diode 14. The deceleration signal amplifier 11 amplifies the applied differential signal and applies it to the base of the transistor 411. Further, the acceleration signal amplifier 12 amplifies the input differential signal and supplies it to the base of the transistor 412.

In this embodiment, the 1-phase output terminal 3 of the rectifier circuit 3
The acceleration state and deceleration state are detected by the ripple voltage appearing at transistors 411 and 4.
12, the above-mentioned first
The output voltage of the alternator 2 can be optimally controlled in the same manner as shown in the figure.

As described above, according to this invention, the ripple component included in the output voltage of the alternator is detected, converted to a voltage proportional to the frequency, the voltage is differentiated, and the field is By controlling the field current flowing through the coil, the output voltage of the generator is controlled to a predetermined value, making it possible to improve the acceleration and deceleration followability of the internal combustion engine or vehicle, and also improve the fuel consumption rate. can be done. Furthermore, since acceleration and deceleration of the internal combustion engine are detected from fluctuations in the rotational speed of the alternator, the conventional rotational speed detector on the internal combustion engine side is no longer required, and external wiring is also unnecessary, simplifying the control system. It also improves reliability.

[Brief explanation of the drawing]

FIG. 1 is an electrical circuit diagram of a control device for an alternating current generator, which is the basis of this invention. FIG. 2 is an electrical circuit diagram of one embodiment of this invention. In the figure, 1 is an internal combustion engine, 2 is an alternator,
201 is an armature coil, 202 is a field coil, 3
is a full-wave rectifier circuit, 4 is a voltage adjustment circuit, 6 is a storage battery, 7 is a key switch, 8 is a charging indicator lamp, 9
10 is a voltage converter, 10 is a differential circuit, 11 is a deceleration signal amplifier, and 12 is an acceleration signal amplifier.

Claims (1)

[Claims for Utility Model Registration] An alternating current generator including a field coil and driven by an internal combustion engine mounted on a vehicle; a rectifying means for rectifying the output voltage of the alternating current generator into a direct current voltage; An alternator control device for controlling an output voltage of the alternator, comprising a storage battery charged by a direct current voltage rectified by a rectifier, the ripple included in the output voltage of the alternator. Voltage converting means for detecting a component and converting it into a voltage proportional to frequency; Differentiating means for differentiating the voltage output from the voltage converting means; Based on the output voltage of the differentiating means, the voltage flowing to the field coil A control device for a charging generator, comprising voltage adjusting means for controlling a field current and controlling an output voltage of the generator to a predetermined value.