WO2008010260A1

WO2008010260A1 - Automobile-mounted inverter generator device

Info

Publication number: WO2008010260A1
Application number: PCT/JP2006/314156
Authority: WO
Inventors: Yasuyo Hisano
Original assignee: D.Nagata Co., Ltd.
Priority date: 2006-07-18
Filing date: 2006-07-18
Publication date: 2008-01-24

Abstract

An automobile-mounted inverter generator device for generating power by means of a combined use of a traveling engine or other main engines installed on an automobile using the rotary driving power of the traveling or other main engines to drive a generator, wherein an engine rotation speed control line (51) for controlling the engine rotation speed of the traveling or other main engines is branched in the middle into two systems to allow one system to function as an acceleration control line (52) at traveling or the control line of other main engines and the other one system to function as a power generation quantity control line (53) at generator system operating.

Description

In-vehicle inverter generator

Technical field

TECHNICAL FIELD [0001] The present invention relates to a vehicle-mounted inverter power generator mounted on a multi-purpose vehicle such as an SUV, an off-road vehicle such as an ATV, a truck, and various other vehicles.

Background art

[0002] In recent years, an application in which a main engine of a multi-purpose vehicle such as an SUV or an off-road vehicle such as an ATV is used for driving a generator other than driving is being developed. Many large refrigeration vehicles are equipped with an engine for driving the refrigerator in addition to the traveling engine! However, instead of a traveling engine that is required to stop operation when the vehicle is stopped due to environmental regulations, an application is being developed in which a refrigeration engine that can be operated even when the vehicle is stopped is used to drive the generator. .

Generators mounted on automobiles are used to supply electric power to equipment such as electrical appliances and air conditioners used by passengers of automobiles, for example.

On the other hand, in recent years, generators have been converted to inverters, and inverter generators that optimally control the engine operating speed according to the load applied to the generator are increasingly used.

As a conventional technique for an inverter generator mounted on an automobile, for example, an inverter power generation apparatus mounted on an internal combustion engine drive vehicle (Reference 1) described in Japanese Patent Application Laid-Open No. 2004-104854 is provided. This inverter power generator is driven by an internal combustion engine for driving a vehicle.

Patent Document 1: JP 2004-104854 A

Disclosure of the invention

Problems to be solved by the invention

[0003] In the internal-combustion-engine-driven vehicle-mounted inverter power generation device of Document 1, a configuration is disclosed in which a semiconductor element used in the inverter power generation device mounted does not need to have a high breakdown voltage. . In addition, the rotational speed of the car engine A configuration is disclosed in which is not excessively increased. On the other hand, with the device of Document 1,

Although there is an electrical control configuration when using the traveling engine for both traveling and power generation, how to set up a control line for controlling the power generation amount of the generator Whether it is also used as a control line and combined with the engine speed control line! Therefore, when the above-mentioned traveling engine or refrigerator driving engine is also used as an inverter power generator, the traveling accelerator control line or the refrigerator operation control line, the power generation amount control line of the inverter power generator, Must be connected to the engine speed control line independently of each other to provide a mechanical structure that appropriately controls the engine speed.

[0004] Therefore, the present invention provides an engine that meets the original purpose of the engine when the driving engine of the automobile and other main engines mounted on the automobile are also used for driving the inverter power generator. The engine speed control operation can be easily performed, the engine speed control operation for controlling the power generation amount of the power generation device can be easily performed, and can be performed independently of the operation for the original purpose. The objective is to provide an in-vehicle inverter generator that can be operated safely by providing a mechanism and preventing mutual interference. Means for solving the problem

[0005] The vehicle-mounted inverter power generator of the present invention is also used as a traveling engine deployed in a vehicle, and drives the generator using the rotational driving force of the traveling engine to generate power. Inverter power generator installed in an automobile, the engine speed control line for controlling the rotational speed of the engine for traveling is branched into two systems, and one system is used as an accelerator control line for driving the car. At the same time, the other feature is that the other system is used as a power generation amount control line when operating the generator.

In addition, the vehicle-mounted inverter power generation device of the present invention is characterized in that, in the first feature, instead of using the engine for traveling, the vehicle is also used for another main engine mounted on the vehicle, and the engine speed control line is set halfway. The second feature is that, among the two systems that are branched, one of them is used as the accelerator control line when the engine is mainly used, and the other system is used as the power generation amount control line when the generator is in operation. Yes. In addition to the first or second feature described above, the vehicle-mounted inverter power generator according to the present invention is configured so that the engine speed control line, the accelerator control line, and the power generation amount control line are connected to the engine speed control wire. And an accelerator control wire and a power generation amount control wire, and the third feature is that the amount of advance and retreat of each control wire is used as a control amount.

In addition to the third feature described above, the on-vehicle inverter power generation device of the present invention is configured so that the amount of advancement / retreat by the accelerator control wire and the amount of advance / retreat by the power generation amount control wire are independent of each other at the branch portion of the engine speed control wire. The fourth feature is that wire advancement / retraction means for transmitting to the engine speed control wire is provided.

In addition to the fourth feature described above, the wire advancement / retraction amount transmission means of the present invention has three levers that are rotatably mounted around a common pivot axis, in addition to the fourth feature. A first lever that is connected to the control wire and is always urged in the direction of the idling operation position of the engine that is in the reverse direction with the wire, and an idling operation of the engine that is connected to the accelerator control wire and is in the reverse direction. A second lever that is constantly energized in the direction of the rotation position, and a third lever that is coupled to the power generation amount control wire and constantly energizes the wire in the idling operation position direction of the engine that is the reverse direction. When the wire is pulled and advanced, the second lever is rotated in the advance direction and at that time, the second lever is advanced. When the first lever is rotated together in the advancing direction to move the engine speed control wire forward, and when the power generation amount control wire is pulled forward, the third lever The lever is rotated around the pivot in the advance direction, and at that time, the first lever is engaged in the advance direction, and the first lever is rotated together in the advance direction. The fifth feature is that it is a wire advance / retreat amount transmission joint configured to advance the rotational speed control wire.

In addition, in addition to any of the third to fifth features described above, the vehicle-mounted inverter power generator of the present invention includes a stepping motor that is controlled and rotated by a power generation amount control signal of a controller power mounted on the power generator. A power generation amount control wire reel positioned at a predetermined rotation position corresponding to the rotation amount of the stepping motor, and turning on and off the engine key Correspondingly, at least a clutch that transmits or shuts off the rotational force generated by the stepping motor to the power generation amount control wire reel is provided, and the power generation amount control wire advances or retreats by being interrupted by the clutch. The sixth feature is that it is configured to return to the base value corresponding to the idling operation state.

The invention's effect

[0006] According to the vehicle-mounted inverter power generator described in claim 1, the engine speed control line for controlling the rotational speed of the traveling engine is branched in the middle to form two systems, and the first system is driven by the vehicle. The accelerator control line at the time and the other one system as the power generation amount control line when the generator is in operation, so when the driver performs an accelerator operation of the vehicle, the control amount by the accelerator operation is the accelerator control line force engine. The engine speed is transmitted to the control line, and the engine speed can be increased or decreased accordingly. When the power generation device is used, the power generation control amount is transmitted to the engine speed control line through the power generation amount control line, so that the engine speed can be increased or decreased. Therefore, according to the vehicle-mounted inverter power generator of the present invention described in claim 1, the engine speed control line of the traveling engine having one system power can be divided between the accelerator control line and the power generation amount control line of the power generator. With the simple and simple structure of branching to the grid, in addition to the automobile accelerator control, which is the control for the original purpose of use of the engine, the other branching system is used for the power generation control of the power generator. This makes it easy and easy to do.

[0007] According to the vehicle-mounted inverter power generation device according to claim 2, instead of using the vehicle driving engine as well, the main engine mounted in the vehicle can also be used as claimed in claim 1. As with the effects of the described configuration, the engine speed control line of the main engine with one system power is split into two systems: the accelerator control line of the main engine and the power generation amount control line of the power generator. With this configuration, it is possible to easily and easily control the power generation amount of the power generator in addition to the accelerator control of the main engine.

[0008] According to the inverter mounted on a vehicle mounted on an automobile according to claim 3, in addition to the effect of the configuration according to claim 1 or 2, the engine speed control line and the branching from the engine speed control line are branched. Both the accelerator control line and the power generation amount control line are composed of wires, that is, an engine speed control wire, an accelerator control wire, and a power generation amount control wire. For this reason, the accelerator control amount by the accelerator pedal or the like can be simply and easily transmitted as the advance / retreat amount of the wire on the engine speed control wire side as the advance / retreat amount of the wire. In addition, the power generation amount control of the power generation device also uses wires, so that the transmission of control amounts of two systems can be easily integrated into one system with the same type of wire means used to transmit the accelerator control amount. As a result, the two controlled variables, the accelerator control amount and the power generation amount control amount, can be transmitted with a simple wire configuration.

[0009] According to the vehicle-mounted inverter power generation device according to claim 4, in addition to the effect of the configuration according to claim 3, the amount of advancement / retraction by the accelerator control wire is added to the branch portion of the engine speed control wire. Since there is a wire advance / retreat amount transmission means that independently transmits the advance / retreat amount by the power generation amount control wire to the engine speed control wire, the advance / retreat amount of the accelerator control wire is affected by the power generation amount control wire. It can be transmitted independently to the engine speed control wire. The amount of power generation control wire can be transferred to the engine speed control wire independently without being affected by the accelerator control wire.

[0010] According to the vehicle-mounted inverter power generation device described in claim 5, in addition to the effect of the configuration described in claim 4, the wire advance / retreat amount transmission means includes the first, second, and third Wire advance / retreat transmission joint force with lever is also provided. When the accelerator control wire is pulled in the advancing direction, the second lever connected thereto rotates in the advancing direction against the urging force in the backward direction against itself, and at that time, the second lever Engage in the advance direction and rotate together to advance the engine speed control wire. As a result, the engine speed is controlled to increase. On the other hand, when the tension to the accelerator control wire is not applied, the second lever is retracted by the urging force applied to the accelerator lever in the backward direction, and is disengaged from the first lever. Along with this, the first lever moves backward together with the engine speed control wire by the constantly applied urging force in the backward movement direction. Therefore, the engine speed is controlled to decrease.

When the power generation control wire is pulled in the advance direction, the third lever connected to this One turns in the advance direction against the biasing force in the reverse direction, and at that time, the first lever engages in the advance direction and rotates together to advance the engine speed control wire. As a result, the engine speed is controlled to increase. On the other hand, when the tension on the power generation control wire is no longer applied, the third lever is retracted by the backward biasing force applied to itself, and is disengaged from the first lever. Along with this, the first lever moves backward together with the engine speed control wire by the constantly applied urging force in the backward movement direction. Therefore, the engine speed is controlled in a decreasing direction.

According to the vehicle-mounted inverter power generation device according to claim 5, by using the wire advance / retreat amount transmission joint, it is possible to reliably and easily use the accelerator control wire with a simple configuration using the pivot and the three levers. It is possible to independently transmit the advance / retreat amount and the advance / retreat amount by the power generation amount control wire to the engine speed control wire. In addition, when the extension control wire or power generation control wire is no longer pulled in the advance direction, the second lever and the third lever are retracted, and the engagement with the first lever is released. The engine speed control wire that is not restrained by the second and third levers can reliably and easily retreat toward the idling operation position, which is the base state of the engine.

According to the vehicle-mounted inverter power generation device according to claim 6, in addition to the effect of the configuration according to any of claims 3 to 5, the amount of power generation control wire advance / retreat is the amount of power generation control wire reel. Can be determined by the rotational position. The rotational position of the power generation amount control reel is positioned in correspondence with the rotation amount of the stepping motor rotated by the power generation amount control signal from the controller. While the engine key is on, the power generation amount control wire reel is positioned at a predetermined rotational position by the clutch being engaged, thereby determining the amount of advancement / retraction of the power generation amount control wire. On the other hand, when the engine key is turned off and the clutch is disengaged, the amount of advancement / retraction of the power generation control wire is configured to return to the base value corresponding to the engine idling operation state. When the use is finished and the engine key is turned off, the control amount of the engine speed control wire can be temporarily returned to the base value corresponding to the idling operation state. Therefore, when the engine key is turned on after that, it is sure that the engine is idling. They are started and safety is ensured.

Brief Description of Drawings

FIG. 1 is an overall control system diagram of an on-vehicle inverter power generator showing an embodiment of the present invention.

FIG. 2 is a perspective view for explaining a power generation amount controlling actuator and a wire advance / retreat amount transmission joint, showing the case in a transparent state.

[Fig. 3] A view of the wire advancing / retracting transmission joint on one side, showing the case in a transparent state.

[Fig. 4] A view of the wire advancing / retracting transmission joint with force on the other side, showing the case in a transparent state.

FIG. 5 is a schematic plan view in which the case of the wire advance / retreat amount transmission joint is omitted.

Explanation of symbols

1 Car engine

10 Generator

20 Controller

30 Actuator for power generation control

31 Stepping motor

32 Reducer

33 Power generation control wire reel

34 Clutch

35 Electromagnet

40 Wire advance / retract transmission joint

41 1st lever

42 Second lever

43 3rd lever

44 Axis

45 cases

51 Engine speed control wire 52 Accelerator control wire

53 Power generation control wire

BEST MODE FOR CARRYING OUT THE INVENTION

[0014] With reference to the following drawings, a vehicle-mounted inverter power generation device according to an embodiment of the present invention will be described for the understanding of the present invention. However, the following description is an embodiment of the present invention and does not limit the contents described in the scope of claims.

FIG. 1 is an overall control system diagram of an on-vehicle inverter power generation device showing an embodiment of the present invention, and FIG. 2 is a perspective view for explaining a power generation amount controlling actuator and a wire advance / retreat amount transmission joint. It is what was expressed. Figure 3 is a view of the wire advance / retreat amount transmission joint from one side, showing the case in a transparent state. Fig. 4 is a view of the wire advance / retreat joint from the other side, showing the case in a transparent state. Fig. 5 is a schematic plan view with the case of the wire advance / retreat amount transmission joint omitted.

The vehicle-mounted inverter power generation device according to the embodiment of the present invention includes a generator 10 that also serves as a vehicle traveling engine 1 and generates power by the rotational driving force of the engine 1, and the generator 10 The controller 20 for controlling the power generation, the power generation amount control actuator 30 driven by the power generation amount control signal from the controller 20, and the wire advance / retreat amount transmission lever 40 are provided at least.

[0016] The automobile travel engine 1 is a main engine for driving an automobile, and is intended for an engine by an internal combustion engine such as a diesel engine in addition to a gasoline engine. The automobile travel engine 1 is also used as a drive source for the power generator of the present invention.

[0017] The generator 10 is a generator that is driven by utilizing the rotational driving force generated in the automobile traveling engine 1. In other words, a rotor (not shown) is rotated by the rotational driving force of the vehicle traveling engine 1 to generate power on the well-known principle of electromagnetic induction. More specifically, the inverter generator includes at least a three-phase AC power generation unit, a rectification circuit unit, an inverter circuit unit, and a filter unit.

The controller 20 is a controller that controls the output of the generator 10, that is, the power generation amount and other operations, and includes an electronic governor.

For example, in the function as the electronic governor, the controller 20 has the generator Load current generated when a load not shown in Fig. 10 is connected is taken as output signal information from the generator, and rotation speed information of car engine 1 is taken in and stored in advance. A predetermined power generation amount control signal is output based on the relationship between the load and the appropriate engine speed, such as a rotation speed correspondence table and a load appropriate engine speed relational expression. More specifically, this power generation amount control signal is a signal for adjusting the engine speed.

The power generation amount control actuator 30 includes a stepping motor 31, a speed reducer portion 32 that decelerates the rotation of the stepping motor 31, and a power generation amount control wire reel 33 that is connected to and rotated by the speed reducer portion 32. And a clutch 34 that allows or prevents the rotation of the power generation amount control wire reel 33, and an electromagnet portion 35 that operates the clutch 34.

The stepping motor 31 receives a power generation amount control signal from the controller 20 as a pulse signal, and rotates by a corresponding step (rotation angle).

The speed reducer unit 32 reduces the rotational speed of the stepping motor 31 and transmits it to the power generation amount control wire reel 33.

The power generation amount control wire reel 33 is a reel that winds or feeds the power generation amount control wire 53, and is positioned at a predetermined rotation position corresponding to the rotation amount (rotation angle) of the stepping motor 31 on a one-to-one basis. It is done. Corresponding to this positioned rotational position, the amount of advancement / retraction of the power generation amount control wire 53 is determined. That is, the advance / retreat amount of the power generation amount control wire 53 corresponding to the power generation amount control signal from the controller 20 is determined.

The clutch 34 plays a role of transmitting or blocking the rotational force generated by the stepping motor 31 to the power generation amount control wire reel 33. While not shown, the clutch 34 is engaged while the engine key of the vehicle is on, and the rotational force generated by the stepping motor 31 is transmitted to the power generation amount control wire reel 33. While the engine key is off, the clutch 34 is released and the rotational force of the stepping motor 31 is cut off from the power generation amount control wire reel 33.

The electromagnet part 35 is configured to be turned on when an automobile engine key is turned on. The clutch 34 is engaged when the electromagnet 35 is turned on. Also car engine When the key is turned off, the electromagnet portion 35 is turned off. As a result, the clutch 34 is disengaged.

[0020] The wire advance / retreat amount transmission joint 40 has a structure in which three levers of a first lever 41, a second lever 42, and a third lever 43 are rotatably attached around a pivot 44, respectively. . The three levers are configured such that the first lever 41 is in the center and the second lever 42 and the third lever 43 are arranged on both sides thereof. The entire structure is housed in a case 45.

The first lever 41 is connected to an engine speed control wire 51. The engine speed control wire 51 is a wire for controlling the speed of the car engine 1.

For example, the illustration of the vehicle traveling engine 1 is not shown! It is connected to a throttle operation system that adjusts the degree of opening and closing of the throttle valve, and the direction in which the vehicle traveling engine 1 is in an idling operation state by the throttle operation system, that is, the drawing Above, it is always energized in the reverse direction, which is the opposite of the advancing direction indicated by the arrow X. Therefore, the first lever 41 is positioned at the base position corresponding to the idling operation state of the engine 1 on the pivot 54 as long as no force is applied from the second lever 42 or the third lever 43. When the first lever 41 is in the base position, the advance / retreat amount of the engine speed control wheel 51 connected to the first lever 41 becomes a base value corresponding to the idling operation state of the engine. The first lever 41 is formed with a circumferential groove 41 a that receives the vicinity of the tip of the engine speed control wire 51. The wire in the vicinity of the tip of the engine speed control wire 51 is fitted into the groove 41a, and is smoothly wound up or drawn out with respect to the first lever 41. The engine speed control wire 51 is fixed by a pin 41b in a state where the tip end portion is fitted in the groove 41a.

On one side surface of the first lever 41, a second lever engaging projection 41c used for engagement with the second lever 42 is provided. A third lever engaging projection 41d used for engaging with the third lever 43 is provided on the other side surface of the first lever.

The second lever 42 is connected to an accelerator control wire 52. The accelerator control wire 52 is a wire that is advanced and retracted in response to the operation of an accelerator pedal (not shown) of the automobile. For example, when the accelerator pedal is depressed, the accelerator control wire 52 is pulled in the Y direction on the drawing. Advance. The second lever 42 is formed with a circumferential groove 42a for receiving the vicinity of the tip of the accelerator control wire 52. The vicinity of the tip of the accelerator control wire 52 is fitted in the groove 42a, the tip is fixed by the pin 42b, and the wire 52 is smoothly wound and fed along the groove 42a. It is made like that.

Of the second lever 42, an engaging piece 42 c that can engage with a second lever engaging protrusion 41 c provided on the one surface of the first lever 41 is provided on a side surface facing the first lever 41. Is provided.

Further, a return panel 42d is biased to the second lever 42. The return panel 42d urges the second lever 42 to rotate in the backward direction, and moves the accelerator control wire 52 connected to the second lever 42 in the backward direction, that is, the anti-Y direction in the drawing. Always energize. The second lever 42 is rotated by the return panel 42d in the retracting direction of the accelerator control wire 52 (anti-Y direction) by the return panel 42d as long as the accelerator control wire 52 is not pulled. Rotate to the base position corresponding to the driving state and be positioned at that position. When the second lever 42 is in the base position, the advance / retreat amount of the accelerator control wire 52 connected to the second lever 42 becomes a base value corresponding to the idling operation state of the engine 1.

On the other hand, the second lever 42 engages with the first lever 41 and rotates the first lever 41 together when the accelerator control wire 52 advances by being pulled in the Y direction. That is, when the second lever 42 is rotated in the advancing direction, the engagement piece 42c of the second lever engages with the second lever engagement protrusion 41c of the first lever 41, and the first lever 41 Rotate together in the advance direction. At this time, by making the radial distance from the pivot 44 to the pin 41b in the first lever 41 and the radial distance from the pivot 44 in the second lever 42 the same as the radial distance to the pin 42b, the amount of advance and retreat of the accelerator control wire 52 is increased. The same advance / retreat amount can be transmitted as the advance / retreat amount of the engine speed control wire 51.

When the second lever 42 rotates in the backward direction, the engagement piece 42c of the second lever 42 disengages from the second lever engagement protrusion 41c of the first lever 41.

The third lever 43 is connected to the power generation amount control wire 53. The power generation amount control wire 53 is wound in the Z direction on the drawing by being wound around the power generation amount control wire reel 33. Advance. When the power generation control wire 53 advances in the Z direction, the power generation control wire reel 33 winds the wire 53 through the stepping motor 31 in response to a signal for increasing the power generation amount from the controller 20 (increasing the engine speed). Is done.

The third lever 43 is formed with a circumferential groove 43 a that receives the vicinity of the tip of the power generation amount control wire 53. The tip of the power generation amount control wire 53 is fixed to the groove 43a by the pin 43b, and the vicinity of the tip of the wire 53 is smoothly wound and fed out along the groove 43a.

An engaging piece 43c that can engage with a third lever engaging protrusion 41d provided on the other surface of the first lever 41 is provided on a side surface of the third lever 43 that faces the first lever 41. Is provided. The engaging piece 43c engages with the third lever engaging projection 41d of the first lever when the third lever 43 rotates in the forward and backward direction, but disengages when rotated in the backward direction. To do.

The third lever 43 is biased with a return panel 43d. The return panel 43d constantly urges the power generation amount control wire 53 via the third lever 43 in the backward direction, that is, the anti-Z direction in the drawing.

The third lever 43 is rotated on the pivot 44 in the backward direction (anti-Z direction) of the power generation control wire 53 by the return panel 43d unless the power generation control wire 53 is pulled. It is positioned at the base position corresponding to the driving state. When the third lever 43 is in the base position, the advance / retreat amount of the power generation amount control wire 53 connected to the third lever 43 becomes a base value corresponding to the idling operation state of the engine 1.

On the other hand, the third lever 43 engages with the first lever 41 and rotates the first lever 41 together when the power generation amount control wire 53 moves forward in the Z direction. That is, when the third lever 43 is rotated in the advancing direction, the engagement piece 43c of the third lever 43 engages with the third lever engagement protrusion 41d of the first lever 41, and the first lever Rotate 41 together in the advance direction. When the third lever 43 is rotated in the backward direction, the engagement piece 43c is disengaged from the third lever engagement protrusion 41d.

The radial distance from the pivot 44 to the pin 41b in the first lever 41 and the third lever 4 By making the radial distance from pivot 44 to pin 43b in Fig. 3 the same amount of advance / retreat as the amount of power generation control wire 53 can be transmitted as the amount of advance / retreat of engine speed control wire 51. .

As described above, when the accelerator control wire 52 advances in the Y direction by depressing the accelerator pedal of the vehicle, the second lever 42 rotates in the advance direction against the urging force of the return panel 42d. At the same time, the first lever 41 is rotated together in the advance direction, and the engine speed control wire 51 is advanced in the X direction by a corresponding advance / retreat amount. As a result, the vehicle running engine 1 is jetted and the rotational speed is increased.

When the accelerator pedal is released, the second lever 42 is rotated backward by the return panel 42d and returned to the base position. When rotating in the backward direction, the engagement of the second lever 42 with the first lever 41 is released. The first lever 41, which has been disengaged, has a base corresponding to the engine idling operation position together with the engine speed control wire by the biasing force in the reverse direction (counter X direction) that the engine speed control wire 51 itself has. Return to position.

On the other hand, when the power generation amount control wire 53 advances in the Z direction by the power generation amount control signal from the controller 20 of the power generation device, the third lever 43 rotates in the advance direction against the urging force of the return panel 43d. At that time, the first lever 41 is engaged and rotated together, and the engine speed control wire 51 is advanced in the X direction by a corresponding advance / retreat amount. As a result, the engine 1 for driving the vehicle is jetted, the rotational speed of the engine 1 is increased, and the power generation amount of the power generator is increased. When the load connected to the generator is large, the amount of power generated by the generator is increased accordingly. On the other hand, when the load is small, a power generation amount control signal is issued so that the power generation amount of the power generator is reduced. In this case, the power generation amount control wire 53 is rotated together with the third lever 43 through the stepping motor 31 and the power generation amount control wire reel 33 by the urging force of the return panel 43d in the reverse direction (anti-Z direction). In this rotation in the reverse direction, the force with which the engagement of the first lever 41 by the third lever 43 is released. The first lever 41 is driven by the reverse biasing force of the engine speed control wire 51 itself. fall back. As a result, the rotational speed of the automobile traveling engine 1 is reduced, and the power generation amount is reduced. When the clutch 34 is turned off by turning off an engine key (not shown), the rotational force from the stepping motor 31 side is not transmitted to the power generation amount control wire reel 33. Then, the third lever 43 is rotated in the backward direction along with the power generation amount control wire 53 by the urging force of the return panel 43d, and is retracted to the base position where the engine is in the idling operation state and positioned at that position. That is, when the engine key is turned off, the positions of the third lever 43 and the power generation amount control wire 53 always return to the base positions corresponding to the idling operation state of the engine 1.

[0025] The aforementioned engine speed control wire 51 is connected to a throttle operation system that adjusts the degree of opening and closing of a throttle valve (not shown) of the vehicle traveling engine 1, and the engine speed control wire 51 is operated. As a result, the engine output is adjusted. In conventional general automobiles, the accelerator control wire 52 is directly connected to the engine speed control wire 51 to form a single control system, which is directly linked to the accelerator pedal depressing operation. Thus, the engine speed control wire 51 was configured to advance and retreat.

In the present embodiment, the engine speed control wire 51 is branched in the middle to form two systems of an accelerator control wire 52 and a power generation amount control wire 53, so that an inverter for mounting an automobile engine on the automobile is provided. It is also used as a drive source for the generator 10 of the power generator.

[0026] In the above, the wire advance / retreat amount transmission joint 40 connects the engine speed control wire 51, the accelerator control wire 52, and the power generation amount control wire 53 to the first to third levers 41, 42, 43 and the pivot. The force constituted by the mechanism according to 44 is not limited to the wire advance / retreat amount transmission joint 40. In short, the advance / retreat amount of the accelerator control wire 52 can be transmitted to the engine speed control wire 51 independently of the power generation amount control wire 53, and the advance / retreat amount of the power generation amount control wire 53 can be independently rotated to the engine control wire 53. A wire advance / retreat amount transmission means configured to be able to transmit to the number control wire 51 can be used. In the present invention, those using such wire advance / retreat amount transmission means are also within the scope of the invention.

[0027] In the above, the engine speed control line of the vehicle traveling engine 1 is connected. The gin rotation speed control wire 51 is used, the accelerator control line is made up of the accelerator control wire 52, and the power generation amount control line is made up of the power generation amount control wire 53. However, the control line is not necessarily configured using wires. Nah ... When the power generation amount control signal from the controller 20 that is the amount of depression of the accelerator pedal is transmitted to the engine 1 side as an electrical signal displacement amount that is not a physical displacement amount, the engine speed control wire 51 is This is a wide and conceptual engine speed control line including the control signal line. The accelerator control wire 52 is an accelerator control line including a control signal line. The power generation amount control wire 53 is a broad concept power generation amount control line including a control signal line. As a result, the wire advance / retreat amount transmission joint 40 is configured to aggregate two control signal lines into one control signal line, or to branch one control signal line into two control signal lines. As the signal line transmission relay means, one that can relay and transmit the control signal of the accelerator control line and the control signal of the power generation control line to the engine speed control line independently can be used. The present invention includes such concepts as an engine speed control line, an accelerator control line, a power generation amount control line, and a control signal line transmission relay means.

In the above embodiment, the on-vehicle inverter power generation apparatus that is also used as a traveling engine of the automobile has been described. Power The vehicle-mounted inverter power generation device of the present invention is not limited to one that also serves as an automobile traveling engine. For example, a large refrigeration vehicle is equipped with a chiller drive engine as the main engine in addition to the traveling engine. The engine for driving the refrigerator of this large refrigeration vehicle has sufficient power to replace the vehicle running engine. Therefore, in a car-mounted inverter power generator installed in a large refrigeration vehicle, a refrigeration engine can be used as a drive source for the car-mounted inverter power generator instead of the above-mentioned traveling engine. it can. The present invention also includes in-car inverter generators that also serve as a refrigerator driving engine for large refrigeration vehicles.

When the refrigeration vehicle driving engine is also used as the refrigeration vehicle, in the above-described embodiment, the motor vehicle driving engine 1 is replaced with the chiller driving engine. The accelerator control wire 52 is an accelerator control wire, a wire for controlling the engine for driving the refrigerator. Replaces the xel control line.

[0029] Of course, even if the engine is not a vehicle driving engine or a refrigeration unit driving engine for the large refrigeration vehicle, the main engine mounted on the vehicle is also used as a vehicle-mounted inverter power generator. Can be configured. This applies to the power of automobiles that have a separate engine from a traveling engine for special purposes.

The term “automobile” refers to a broad concept that includes multi-purpose vehicles such as SUVs and off-road vehicles such as ATVs, including lorry vehicles, other special-purpose vehicles for special purposes, and special vehicles.

Industrial applicability

[0030] Multi-purpose vehicle such as SUV, off-road vehicle such as ATV, other vehicle driving engine and large-scale freezer refrigeration engine drive engine that can be used to generate power As a generator of the generator, it is possible to easily and reliably supply necessary and sufficient power to all electrical equipment such as electrical appliances and yacons used by automobile occupants, etc., at all locations where vehicles reach. It can be expected to be highly industrially useful.

Claims

The scope of the claims

[1] A vehicle-mounted inverter power generator configured to generate electricity by using a traveling engine installed in an automobile and driving a generator using the rotational driving force of the traveling engine. The engine speed control line that controls the speed of the traveling engine is branched into two systems, one of which is used as the accelerator control line for driving the vehicle, and the other system is used during operation of the power generator. A car-mounted inverter power generator characterized by a power generation control line.

[2] In claim 1, instead of using the traveling engine also, the other main engine mounted on the automobile is also used, and one of the two systems in which the engine speed control line is branched halfway. Inverter generator mounted on an automobile, characterized in that the system is an accelerator control line when the engine is mainly used and the other system is a power generation amount control line when the generator is in operation.

[3] In claim 1 or 2, each control line of the engine speed control line, the accelerator control line, and the power generation amount control line is composed of an engine speed control wire, an accelerator control wire, and a power generation amount control wire, respectively. A vehicle-mounted inverter power generator characterized in that the amount of advance and retreat of each control wire is used as a control amount.

[4] In claim 3, the amount of advance / retreat by the accelerator control wire and the amount of advance / retreat by the power generation control wire are independently transmitted to the engine revolution control wire at the branch portion of the engine revolution control wire. A vehicle-mounted inverter power generator characterized by comprising wire advance / retreat amount transmission means.

[5] In Claim 4, the wire advancing / retreating amount transmitting means includes three levers, each of which is rotatably mounted around a common pivot, and is connected to the engine speed control wire so as to move backward along with the wire. A first lever that is always urged in the direction of the idling operation position, a second lever that is connected to the accelerator control wire and constantly urges the wire in the direction of the idling operation position of the engine, which is the reverse direction, and power generation control A third lever is connected to the wire and constantly biases the wire in the direction of the idling operation position of the engine, which is the reverse direction.When the accelerator control wire is pulled and advanced, the second lever moves in the advance direction. At the same time as the first lever On the other hand, the first lever is rotated together in the advance direction by engaging in the advance direction, thereby causing the engine speed control wire to advance, and when the power generation amount control wire is pulled to advance, The third lever is rotated around the pivot in the advance direction, and at that time, the first lever is engaged in the advance direction to rotate the first lever together in the advance direction. Therefore, an in-vehicle inverter power generation device characterized in that the wire advance / retreat amount transmission is configured to advance the engine speed control wire.

6. The stepping motor controlled and rotated by a power generation amount control signal from a controller mounted on the power generation device according to claim 3, and a power generation amount positioned at a predetermined rotational position corresponding to the rotation amount of the stepping motor. A control wire reel, and a clutch that transmits or cuts off the rotational force of the stepping motor to the power generation control wheel reel in response to turning on and off of the engine key, and is cut off by the clutch. An automobile-mounted inverter power generator, wherein the amount of advancement / retraction of the power generation control wire is configured to return to a base value corresponding to an idling operation state of the engine.