JPH0739199A - Power source for vehicle - Google Patents
Power source for vehicleInfo
- Publication number
- JPH0739199A JPH0739199A JP5176903A JP17690393A JPH0739199A JP H0739199 A JPH0739199 A JP H0739199A JP 5176903 A JP5176903 A JP 5176903A JP 17690393 A JP17690393 A JP 17690393A JP H0739199 A JPH0739199 A JP H0739199A
- Authority
- JP
- Japan
- Prior art keywords
- voltage
- battery
- rectifier
- vehicle
- generator
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Control Of Charge By Means Of Generators (AREA)
- Control Of Eletrric Generators (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明は、車両用電源装置、特
に２系統の異なる電圧を必要とする電気負荷に給電でき
る車両用電源装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular power supply device, and more particularly to a vehicular power supply device capable of supplying power to two electrical loads that require different voltages.
【０００２】[0002]
【従来の技術】一般に、車両には、その電気負荷に給電
するバッテリと、エンジンで駆動され、上記バッテリを
充電したり電気負荷に直接給電したりする交流発電機と
が電源として設けられている。従来は１系統の電圧を有
する電源である。しかしながら、近年、車両の快適性
（例えば窓ガラスの急速融氷電気ヒータや車室の急速暖
房電気ヒータなど）や排気ガス浄化対策（触媒の加熱ヒ
ータなど）の必要性から電気負荷が増加したり消費電力
が大きくなったりし、１２Ｖ程度の低い電圧では電流が
増大し過ぎて配線や接続部のロスが生じ、負荷電力の制
御が難しく、問題となっている。2. Description of the Related Art Generally, a vehicle is provided with, as a power source, a battery for supplying electric power to its electric load and an AC generator driven by an engine for charging the battery or supplying electric power directly to the electric load. . Conventionally, it is a power supply having one system of voltage. However, in recent years, the electric load has increased due to the need for vehicle comfort (for example, a quick-melting electric heater for window glass and a quick-heating electric heater for a vehicle compartment) and exhaust gas purification measures (catalyst heating heater, etc.). There is a problem that the power consumption becomes large, the current increases too much at a voltage as low as about 12 V, and the loss of the wiring and the connecting portion occurs, so that it is difficult to control the load power.
【０００３】図２〜図４は、例えば特公昭６１−３３７
３５号公報の図１〜図３に開示された、それぞれ従来公
知の交流発電機を含む充電回路の説明図、交流発電機の
巻線及び整流器の接続図、車両用ウインドウ加熱回路の
回路図である。2 to 4 are shown, for example, in Japanese Examined Patent Publication No. 61-337.
1 to 3 of Japanese Patent Laid-Open No. 35-35, an explanatory diagram of a charging circuit including a conventionally known alternating current generator, a connection diagram of windings of an alternating current generator and a rectifier, and a circuit diagram of a vehicle window heating circuit. is there.
【０００４】図２において、１は車両のエンジン（図示
しない）によって駆動される交流発電機であって、後述
する整流器を内蔵すると共に第１の出力端子５、第２の
出力端子６、界磁巻線端子Ｆ、及びアース端子すなわち
共通端子Ｅを有している。第１の出力端子５はバッテリ
１２の正極に接続され、その負極はアースされている。
第２の出力端子６は、互いに直列接続された充電警告灯
（チャージランプ）１５と点火スイッチ１６を介してバ
ッテリ１２の正極に接続され、また電圧調整器８に接続
されている。この電圧調整器８は界磁巻線端子Ｆにも接
続されている。In FIG. 2, reference numeral 1 denotes an AC generator driven by a vehicle engine (not shown), which has a rectifier, which will be described later, built therein, a first output terminal 5, a second output terminal 6, and a field magnet. It has a winding terminal F and a ground or common terminal E. The first output terminal 5 is connected to the positive electrode of the battery 12 and its negative electrode is grounded.
The second output terminal 6 is connected to the positive electrode of the battery 12 via the charging warning lamp (charge lamp) 15 and the ignition switch 16 which are connected in series to each other, and is also connected to the voltage regulator 8. The voltage regulator 8 is also connected to the field winding terminal F.
【０００５】図３に示すように、交流発電機１は、Ｙ結
線された電機子巻線２と、これら電機子巻線２に接続さ
れてその交流出力を全波整流する第１の整流器３（その
出力側が第１の出力端子５に接続されている）と、この
第１の整流器３と並列に接続されて電機子巻線２の交流
出力を全波整流する第２の整流器４（その出力側が第２
の出力端子６に接続されている）と、第２の出力端子６
と界磁巻線端子Ｆの間に接続された界磁巻線７とを含ん
でいる。As shown in FIG. 3, an AC generator 1 includes a Y-connected armature winding 2 and a first rectifier 3 connected to these armature windings 2 for full-wave rectifying the AC output. A second rectifier 4 (whose output side is connected to the first output terminal 5) is connected in parallel with the first rectifier 3 and full-wave rectifies the AC output of the armature winding 2 (that Output side is second
Of the second output terminal 6)
And field winding 7 connected between field winding terminal F.
【０００６】図２及び図３において、点火スイッチ１６
を閉じると、バッテリ１２から電流が閉じた点火スイッ
チ１６及び警告灯１５を通って流れ、もってこの警告灯
１５を点灯させ、更に電圧調整器８から界磁巻線７へ流
れ、もって界磁電流を供給する。なお、車両のエンジン
が始動されて第１の出力端子５と第２の出力端子６との
電圧が等しくなると、警告灯１５は消灯する。2 and 3, the ignition switch 16
Is closed, current flows from the battery 12 through the closed ignition switch 16 and the warning light 15, thereby turning on the warning light 15, and further flowing from the voltage regulator 8 to the field winding 7 and thus the field current. To supply. When the engine of the vehicle is started and the voltages of the first output terminal 5 and the second output terminal 6 become equal, the warning light 15 is turned off.
【０００７】図４の車両用ウィンドウ加熱回路では、交
流発電機１と電気負荷例えばウィンドウ加熱素子１３、
バッテリ１２、電圧調整器８との間に除氷／曇り取り制
御ユニット２０が設けられ、その各スイッチの接続状態
は除氷／曇り取り制御が行われていない通常の状態を示
す。また、除氷／曇り取り制御中、点火スイッチ１６は
閉じているとして説明する。In the vehicle window heating circuit of FIG. 4, an AC generator 1 and an electric load such as a window heating element 13,
A deicing / defrosting control unit 20 is provided between the battery 12 and the voltage regulator 8, and the connection state of each switch thereof indicates a normal state where deicing / defrosting control is not performed. Further, it is assumed that the ignition switch 16 is closed during the deicing / cloud removal control.
【０００８】制御ユニット２０は、第１スイッチ２１を
有していてこれが例えば運転者によって閉じられると、
加熱素子１３を交流発電機１の第１の出力端子５に接続
して後述するように除氷あるいは曇り取りを行う。第２
スイッチは制御回路２４によって同時に作動される２個
のスイッチ２２ａ及び２２ｂから成る。一方の第２スイ
ッチ２２ａは通常時すなわち制御回路２４で付勢されて
いない時は閉じて第１の出力端子５をバッテリ１２に接
続し、他方の第２スイッチ２２ｂはその通常の位置では
ｃ接点に接触していて交流発電機１の第２の出力端子６
を警告灯１５を介し点火スイッチ１６に接続している。
第２スイッチ２２ｂの他の位置すなわちｄ接点に接触す
ると、電圧調整器１８は第２の出力端子６との接続が断
たれ、警告灯１５をバイバスして点火スイッチ１６と直
接接続される。The control unit 20 has a first switch 21, which is closed, for example by the driver,
The heating element 13 is connected to the first output terminal 5 of the AC generator 1 to perform deicing or defrosting as described later. Second
The switch consists of two switches 22a and 22b which are activated simultaneously by the control circuit 24. One of the second switches 22a is normally closed, that is, when not energized by the control circuit 24, to connect the first output terminal 5 to the battery 12, and the other second switch 22b is in the normal position of the c-contact. And the second output terminal 6 of the alternator 1
Is connected to an ignition switch 16 via a warning light 15.
When the second switch 22b is brought into contact with another position, that is, the d-contact, the voltage regulator 18 is disconnected from the second output terminal 6 and bypasses the warning light 15 to be directly connected to the ignition switch 16.
【０００９】曇り取り制御の場合には、第１スイッチ２
１が閉じられ、そして第２スイッチ２２ａ及び２２ｂは
両方共に閉じたままである。従って、交流発電機１から
の出力電流は、その一方が曇り取りのために加熱素子１
３に流れ、もう一方が第２スイッチ２２ａを通って充電
のためにバッテリ１２に流れる。しかも、第２スイッチ
２２ｂが閉じており、交流発電機１の第２の出力端子６
からの出力電圧が電圧調整器８に印加されるので、交流
発電機１の第１の出力端子５よりの出力電圧は電圧調整
器８による界磁電流の制御によって所定値に制限され
る。In the case of defrosting control, the first switch 2
1 is closed, and the second switches 22a and 22b both remain closed. Therefore, the output current from the alternator 1 is heated by the heating element 1 because one side is defrosted.
3 and the other through the second switch 22a to the battery 12 for charging. Moreover, the second switch 22b is closed, and the second output terminal 6 of the AC generator 1 is closed.
Is applied to the voltage regulator 8, the output voltage from the first output terminal 5 of the AC generator 1 is limited to a predetermined value by the control of the field current by the voltage regulator 8.
【００１０】制御回路２４は除氷制御をするための回路
であり、手動操作除氷スイッチ２３を含む。制御回路２
４には、点火スイッチ１６が閉じられると、これを通し
てバッテリ電圧が印加される。使用にあたって、運転者
が第１スイッチ２１を閉じて加熱素子１３を第１の出力
端子５に接続し、曇り取りに充分な加熱を行う。曇り取
りのための加熱が行われている間は、閉じている第２ス
イッチ２２ａを通して充電電流が交流発電機１よりバッ
テリ１２に流れる。次に、除氷を行いたい場合には、第
１スイッチ２１を閉じたままで除氷スイッチ２３を一時
的に閉じて除氷制御用制御回路２４を作動させ始める。The control circuit 24 is a circuit for controlling deicing, and includes a manually operated deicing switch 23. Control circuit 2
When the ignition switch 16 is closed, the battery voltage is applied to the battery 4. In use, the driver closes the first switch 21 and connects the heating element 13 to the first output terminal 5 to provide sufficient heating for defrosting. While heating for defrosting is being performed, a charging current flows from the AC generator 1 to the battery 12 through the closed second switch 22a. Next, when it is desired to perform deicing, the deicing switch 23 is temporarily closed with the first switch 21 kept closed, and the deicing control control circuit 24 starts to operate.
【００１１】制御回路２４は作動されると、所定の時
間、第２スイッチ２２ａ及び２２ｂを図４の接続状態か
ら第２スイッチ２２ａが開き、第２スイッチ２２ｂがｄ
接点と接触する状態へと切り換える。その所定の時間は
除氷するのに十分なように選択される。選択された所定
の時間が過ぎると、第２スイッチ２２ａ及び２２ｂが図
４の接続状態に戻り、除氷制御を終る。除氷制御中、第
２スイッチ２２ａが開かれているので、バッテリ１２と
交流発電機１の接続が断たれ、これによって交流発電機
全出力が加熱素子１３へ供給される。更に、第２スイッ
チ２２ｂが接点ｃと接触せず接点ｄと接触するので、第
２の出力端子６から電圧調整器８及びバッテリ１２への
接続は断たれ、電圧調整器８だけがバッテリ電圧を受け
る。従って、電圧調整器８は交流発電機出力電圧よりも
低いバッテリ電圧によって界磁電流制御すなわち交流発
電機出力電圧の調整を行うことになる。電圧調整器８が
低い電圧を受けるということは界磁電流をより多く流す
ことになる。つまり、交流発電機出力電圧が高電圧とな
っても電圧調整器８はその出力電圧を感知しないので高
出力電圧を制限する方向には制御しなくなる。その結
果、界磁巻線７に大電流をもたらし、交流発電機１の第
１の出力端子５から加熱素子１３だけに高電圧の出力が
供給されることになる。従って、曇り取り制御の場合よ
りも高い電圧でより大きな電流を加熱素子１３に供給す
ることができる。しかも、その場合バッテリ１２に負担
をかけることが避けられる。除氷制御中、第２スイッチ
２２ｂがｄ接点と接触しており、バッテリ１２から電圧
調整器８への電流は警告灯１５をバイパスして流れるの
で警告灯１５は点灯せず、無用な警告を示すことはな
い。When the control circuit 24 is operated, the second switch 22a is opened and the second switch 22b is opened for a predetermined time from the connection state of the second switches 22a and 22b shown in FIG.
Switch to contact with the contact. The predetermined time period is selected to be sufficient for deicing. When the selected predetermined time has passed, the second switches 22a and 22b return to the connection state of FIG. 4, and the deicing control ends. Since the second switch 22a is opened during the deicing control, the connection between the battery 12 and the AC generator 1 is cut off, so that the AC generator full output is supplied to the heating element 13. Furthermore, since the second switch 22b does not contact the contact c but the contact d, the connection from the second output terminal 6 to the voltage regulator 8 and the battery 12 is cut off, and only the voltage regulator 8 changes the battery voltage. receive. Therefore, the voltage regulator 8 controls the field current, that is, regulates the AC generator output voltage with the battery voltage lower than the AC generator output voltage. The fact that the voltage regulator 8 receives a low voltage means that more field current flows. That is, even if the output voltage of the alternator becomes high, the voltage regulator 8 does not sense the output voltage, and therefore does not control in the direction of limiting the high output voltage. As a result, a large current is supplied to the field winding 7, and a high voltage output is supplied only from the first output terminal 5 of the AC generator 1 to the heating element 13. Therefore, a larger current can be supplied to the heating element 13 at a higher voltage than in the case of the defrosting control. Moreover, in that case, the burden on the battery 12 can be avoided. During the deicing control, the second switch 22b is in contact with the d-contact, and the current from the battery 12 to the voltage regulator 8 bypasses the warning light 15 so that the warning light 15 does not light up and an unnecessary warning is given. Not shown.
【００１２】[0012]
【発明が解決しようとする課題】このように、従来の車
両用電源装置では、除氷中、バッテリが充電されないの
で、バッテリを電源とする他の電気負荷の要求が大きい
ときにバッテリ上がり又はバッテリ電圧の低下などが起
こり得るし、また加熱素子に供給される電圧が交流発電
機の回転速度（エンジンの回転速度）に連動して変動す
るため、除氷能力が不安定になるという問題点があっ
た。As described above, in the conventional vehicle power supply device, the battery is not charged during deicing. Therefore, when the demand for other electric load using the battery as a power source is high, the battery is exhausted or the battery is discharged. There is a problem that the de-icing capacity becomes unstable because the voltage may drop and the voltage supplied to the heating element fluctuates in conjunction with the rotation speed of the AC generator (engine rotation speed). there were.
【００１３】この発明は、このような問題点を解決する
ためになされたものであり、２系統の異なる電圧を必要
とする電気負荷に１台の交流発電機で対処でき、しかも
高電圧側の電気負荷の作動時に低電圧側のバッテリのバ
ッテリ上がりや電圧低下を起こさず、エンジンの運転条
件と無関係に安定した電圧を供給できる車両用電源装置
を得ることを目的としている。The present invention has been made in order to solve such a problem, and a single AC generator can deal with two systems of electric loads that require different voltages, and the high voltage side An object of the present invention is to obtain a vehicle power supply device that can supply a stable voltage regardless of the operating conditions of the engine without causing the battery on the low voltage side to rise or drop in voltage when the electric load operates.
【００１４】[0014]
【課題を解決するための手段】この目的を達成するため
に、この発明に係る車両用電源装置は、車両のエンジン
によって駆動され、且つ電機子巻線、この電機子巻線に
接続されてその交流出力を整流する第１の整流器、この
第１の整流器と並列に接続された少なくとも１個の第２
の整流器、界磁巻線、及びこの界磁巻線に接続された電
圧調整器を含む交流発電機と、前記第１の整流器に切替
えスイッチを介して接続されると共に前記界磁巻線にも
接続された低電圧側のバッテリと、前記第２の整流器に
接続されると共に前記低電圧側のバッテリと直列に接続
された少なくとも１個の高電圧側のバッテリとを備えて
いる。In order to achieve this object, a vehicle power supply device according to the present invention is driven by an engine of a vehicle and is connected to an armature winding and this armature winding. A first rectifier for rectifying the alternating current output, at least one second rectifier connected in parallel with the first rectifier
AC generator including a rectifier, a field winding, and a voltage regulator connected to the field winding, and is connected to the first rectifier through a changeover switch and is also connected to the field winding. A low-voltage battery connected to the second rectifier and at least one high-voltage battery connected in series with the low-voltage battery are provided.
【００１５】[0015]
【作用】上述したように構成された車両用電源装置で
は、切替えスイッチが閉じられて第１の整流器を低電圧
側のバッテリに接続している状態では、電圧調整器は専
ら第１の調整値に基づく動作をする。しかしながら、切
替えスイッチが開かれると、電圧調整器は第２の調整値
に基づく動作をする。In the vehicle power supply device configured as described above, in the state where the changeover switch is closed and the first rectifier is connected to the battery on the low voltage side, the voltage regulator is exclusively the first adjustment value. It operates based on. However, when the changeover switch is opened, the voltage regulator operates according to the second regulation value.
【００１６】[0016]
【実施例】実施例１．以下、この発明の一実施例を図に
ついて説明する。図１はこの発明に係る車両用電源装置
の一実施例を示す回路図である。図１において、１Ａは
図２〜図４に示した整流器内蔵型交流発電機と違い、整
流器及び電圧調整器内蔵型交流発電機である。この交流
発電機１Ａが電機子巻線２、この電機子巻線２に接続さ
れた第１の整流器３及び少なくとも１個の第２の整流器
例えば４、並びに第１の整流器３に接続された第１の出
力端子５及び第２の整流器４に接続された第２の出力端
子６を有する点は従来の交流発電機１と同じである。EXAMPLES Example 1. An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a circuit diagram showing an embodiment of a vehicle power supply device according to the present invention. In FIG. 1, 1A is an AC generator with a built-in rectifier and a voltage regulator, unlike the AC generator with a built-in rectifier shown in FIGS. This AC generator 1A is connected to the armature winding 2, a first rectifier 3 connected to the armature winding 2 and at least one second rectifier, for example 4, and a first rectifier 3 connected to the first rectifier 3. It is the same as the conventional AC generator 1 in that it has an output terminal 5 of 1 and a second output terminal 6 connected to the second rectifier 4.
【００１７】しかしながら、第１の出力端子５は、切替
えスイッチ１４を介して、低電圧側のバッテリ１０（こ
れは車両の１２Ｖ程度の低い電圧の電源となる）の正極
に接続され、その負極はアースされている。低電圧側の
バッテリ１０には並列に低電圧側の電気負荷例えば１２
Ｖ系負荷１１が接続されている。また、第２の出力端子
６は、少なくとも１個の高電圧側のバッテリ例えば１２
の正極に接続され、その負極は低電圧側のバッテリ１０
の正極に接続されている。従って、高電圧側のバッテリ
１２と低電圧側のバッテリ１０とは直列に接続され、こ
の直列回路と並列に高電圧側の電気負荷例えば２４Ｖ系
負荷１３が接続されている。この高電圧側の電気負荷１
３は図４に示した加熱素子に相当する短時間使用負荷で
ある。However, the first output terminal 5 is connected via the change-over switch 14 to the positive electrode of the battery 10 on the low voltage side (which serves as a low-voltage power source of the vehicle of about 12 V), and the negative electrode thereof. It is grounded. An electric load on the low voltage side, for example, 12
The V system load 11 is connected. Further, the second output terminal 6 has at least one high-voltage side battery, for example, 12
Of the battery 10 on the low voltage side.
Is connected to the positive electrode of. Therefore, the high-voltage side battery 12 and the low-voltage side battery 10 are connected in series, and the high-voltage side electric load, for example, a 24V system load 13 is connected in parallel with the series circuit. This high voltage side electric load 1
Reference numeral 3 is a short-time use load corresponding to the heating element shown in FIG.
【００１８】界磁巻線７の通電電流をスイッチングして
第１の出力端子５又は第２の出力端子６での出力電圧を
調整する電圧調整器８は、界磁巻線７の一端に接続され
た端子８ａ、車両の始動時に車両と連動して投入される
ことによって電圧調整器８を作動させるための点火スイ
ッチ１６に接続された端子８ｂ、界磁巻線７の他端、従
って切替えスイッチ１４を介して第１の出力端子５に接
続された端子８ｃ、第２の出力端子６に接続された端子
８ｄ、及び共通端子Ｅに接続された端子８ｅを有する。A voltage regulator 8 for adjusting the output voltage at the first output terminal 5 or the second output terminal 6 by switching the current flowing through the field winding 7 is connected to one end of the field winding 7. 8a, the terminal 8b connected to the ignition switch 16 for operating the voltage regulator 8 by being turned on in association with the vehicle at the time of starting the vehicle, the other end of the field winding 7, and thus the changeover switch. It has a terminal 8c connected to the first output terminal 5 through 14, a terminal 8d connected to the second output terminal 6, and a terminal 8e connected to the common terminal E.
【００１９】電圧調整器８は、更に、素子８０〜９０に
よって構成されている。詳しく云えば、８０はコレクタ
が端子８ａに接続され、エミッタが端子８ｅに接続さ
れ、ベースガベース抵抗器８１を介して端子８ｂに接続
され、界磁電流をスイッチングするパワートランジス
タ、８２はコレクタがパワートランジスタ８０のベース
に接続され、エミッタが端子８ｅに接続され、パワート
ランジスタ８０のオン／オフを制御する制御トランジス
タ、８３はアノードが制御トランジスタ８２のベースに
接続され、所定電圧以上で導通して制御トランジスタ８
２を駆動するゼナーダイオード、８４及び８５は端子８
ｃと８ｅの間で直列接続され、低電圧側のバッテリ１０
の電圧を分圧して検出する第１の分圧抵抗器、８６及び
８７は端子８ｄと８ｅの間で直列接続され、第１のバッ
テリ１０及び第２のバッテリ１２の電圧を分圧して検出
する第２の分圧抵抗器である。なお、第１の分圧抵抗器
８４及び８５は端子８ｃ従って第１の出力端子５での電
圧が第１の調整値（例えば１４．５Ｖ）になるように、
また第２の分圧抵抗器８６及び８７は端子８ｄでの電圧
従って第２の出力端子６での電圧が第２の調整値（例え
ば２８．５Ｖ）になるように、夫々予め設定される。８
８は第１の分圧抵抗器８４と８５の分圧点とゼナーダイ
オード８３のカソードとの間に接続された逆流防止用ダ
イオード、８９は第２の分圧抵抗器８６と８７の分圧点
とゼナーダイオード８３のカソードとの間に接続された
逆流防止用ダイオード、そして９０は端子８ａと８ｃの
間に設けられ従って界磁巻線７と並列に接続されたサプ
レッシヨンダイオードである。The voltage regulator 8 is further composed of elements 80 to 90. Specifically, 80 is a power transistor whose collector is connected to the terminal 8a, whose emitter is connected to the terminal 8e, and which is connected to the terminal 8b through the base-base resistor 81, and which is a power transistor for switching the field current. The control transistor is connected to the base of the power transistor 80, the emitter is connected to the terminal 8e, and controls the on / off of the power transistor 80. The anode of 83 is connected to the base of the control transistor 82 and conducts at a predetermined voltage or higher. Control transistor 8
Zener diode for driving 2, 84 and 85 for terminal 8
The battery 10 on the low voltage side connected in series between c and 8e.
The first voltage dividing resistor for dividing and detecting the voltage of Nos. 86 and 87 is connected in series between the terminals 8d and 8e, and divides and detects the voltage of the first battery 10 and the second battery 12. It is a second voltage dividing resistor. The first voltage dividing resistors 84 and 85 are arranged so that the voltage at the terminal 8c and thus the first output terminal 5 becomes a first adjustment value (for example, 14.5V).
Further, the second voltage dividing resistors 86 and 87 are respectively preset so that the voltage at the terminal 8d, and hence the voltage at the second output terminal 6, becomes the second adjustment value (for example, 28.5V). 8
8 is a backflow prevention diode connected between the voltage dividing points of the first voltage dividing resistors 84 and 85 and the cathode of the Zener diode 83, and 89 is the voltage dividing voltage of the second voltage dividing resistors 86 and 87. A backflow prevention diode connected between the point and the cathode of the Zener diode 83, and 90 is a suppression diode provided between the terminals 8a and 8c and thus connected in parallel with the field winding 7. .
【００２０】次に、この発明の車両用電源装置の動作を
説明する。まず、切替えスイッチ１４が図１に示したよ
うに閉じられて第１の出力端子５と低電圧側のバッテリ
１０を接続している状態では、車両の始動と連動して点
火スイッチ１６が投入されることにより低電圧側のバッ
テリ１０からベース抵抗器８１を通してパワートランジ
スタ８０にベース電流が流れ、このパワートランジスタ
８０がオンになるので低電圧側のバッテリ１０から界磁
巻線７及びパワートランジスタ８０を通って電流が流
れ、車両のエンジンによって駆動される交流発電機１Ａ
は低電圧側のバッテリ１０の充電に適した低い電圧（例
えば１４．５Ｖ程度）の出力を第１の出力端子５から出
力するが、第２の出力端子６からは電力を出力しない。
即ち、第２の出力端子６も第１の出力端子５と発電電位
は同じであるが、高電圧側のバッテリ１２の高い電位が
第２の出力端子６に印加されているので出力電流は零で
あり、従って第２の出力端子６からは電力が出力されな
い。Next, the operation of the vehicle power supply device of the present invention will be described. First, in the state where the changeover switch 14 is closed as shown in FIG. 1 and the first output terminal 5 and the low voltage side battery 10 are connected, the ignition switch 16 is turned on in conjunction with the start of the vehicle. As a result, a base current flows from the battery 10 on the low voltage side to the power transistor 80 through the base resistor 81, and the power transistor 80 is turned on, so that the field winding 7 and the power transistor 80 are connected from the battery 10 on the low voltage side. An alternator 1A through which current flows and is driven by the vehicle engine
Outputs a low voltage (eg, about 14.5 V) suitable for charging the low-voltage side battery 10 from the first output terminal 5, but does not output power from the second output terminal 6.
That is, the second output terminal 6 has the same power generation potential as that of the first output terminal 5, but since the high potential of the battery 12 on the high voltage side is applied to the second output terminal 6, the output current is zero. Therefore, no electric power is output from the second output terminal 6.
【００２１】この時、電圧調整器８は、低電圧側のバッ
テリ１０の電圧検出を行う第１の分圧抵抗器８４及び８
５の検出電圧（端子８ｃでの電圧）と予め設定した第１
の調整値との比較をゼナーダイオード８３で行い、検出
電圧が第１の調整値よりも高い場合、つまり第１の分圧
抵抗器８４と８５の分圧点での電圧がゼナーダイオード
８３のゼナー電圧より高い場合は、ゼナーダイオード８
３がオンし、制御トランジスタ８２がオンし、パワート
ランジスタ８０がオフすることによって界磁巻線７の通
電電流が減少し、逆に検出電圧が第１の調整値よりも低
い場合は、ゼナーダイオード８３がオフし、制御トラン
ジスタ８２がオフし、パワートランジスタ８０がオンす
ることによって界磁巻線７の通電電流が増加するような
調節をして端子８ｃでの電圧を第１の調整値の一定電圧
にする。At this time, the voltage regulator 8 has the first voltage dividing resistors 84 and 8 for detecting the voltage of the battery 10 on the low voltage side.
5 detection voltage (voltage at terminal 8c) and preset first
When the detected voltage is higher than the first adjustment value, that is, the voltage at the voltage dividing point of the first voltage dividing resistors 84 and 85 is the zener diode 83. If it is higher than the Zener voltage of
3 is turned on, the control transistor 82 is turned on, and the power transistor 80 is turned off, so that the current flowing through the field winding 7 decreases, and conversely, when the detected voltage is lower than the first adjustment value, the zener The diode 83 is turned off, the control transistor 82 is turned off, and the power transistor 80 is turned on so that the current flowing through the field winding 7 is increased to adjust the voltage at the terminal 8c to the first adjustment value. Use a constant voltage.
【００２２】電圧調整器８のもう一方の電圧検出を行う
第２の分圧抵抗器８６及び８７は、上述したように第２
の調整値に予め設定されており、上述の第１の調整値の
定電圧制御と同様の動作をＯＲ論理で実行するようにな
っているが、切替えスイッチ１４が閉じている場合は高
電圧側のバッテリ１２の端子電圧が第２の調整値よりも
低い状態であるため、ゼナーダイオード８３を動作させ
ることがなく、電圧調整器８は専ら第１の調整値に基づ
く動作をする。The second voltage dividing resistors 86 and 87 for detecting the other voltage of the voltage regulator 8 are the second voltage dividing resistors 86 and 87 as described above.
Is set in advance and the same operation as the constant voltage control of the first adjustment value described above is executed by OR logic. However, when the changeover switch 14 is closed, the high voltage side is set. Since the terminal voltage of the battery 12 is lower than the second adjustment value, the zener diode 83 is not operated, and the voltage regulator 8 operates exclusively based on the first adjustment value.
【００２３】次に、切替えスイッチ１４を開くと、第１
の出力端子５からの出力電流が遮断されると共に、電圧
調整器８の端子８ｃには第１の調整値よりも低い低電圧
側のバッテリ１０の電圧しか印加されないのでゼナーダ
イオード８３がオフになり、制御トランジスタ８２もオ
フになるので、パワートランジスタ８０はオンになり、
交流発電機１Ａの出力電圧が上昇する。従って、交流発
電機１Ａは高電圧側のバッテリ１２の充電に適した高い
電圧（例えば２８．５Ｖ程度）すなわち電圧調整器８の
分圧抵抗器８６及び８７の電圧検出に基づく第２の調整
値で決まる電圧を第２の出力端子６から出力するように
なる。Next, when the changeover switch 14 is opened, the first switch is opened.
The output current from the output terminal 5 is cut off, and only the voltage of the battery 10 on the low voltage side lower than the first adjustment value is applied to the terminal 8c of the voltage regulator 8. Therefore, the zener diode 83 is turned off. And the control transistor 82 is also turned off, the power transistor 80 is turned on,
The output voltage of the AC generator 1A increases. Therefore, the AC generator 1A has a high voltage (for example, about 28.5 V) suitable for charging the high-voltage battery 12, that is, the second adjustment value based on the voltage detection of the voltage dividing resistors 86 and 87 of the voltage regulator 8. The voltage determined by is output from the second output terminal 6.
【００２４】[0024]
【発明の効果】以上、詳しく説明したように、この発明
は、車両のエンジンによって駆動され、且つ電機子巻
線、この電機子巻線に接続されてその交流出力を整流す
る第１の整流器、この第１の整流器と並列に接続された
少なくとも１個の第２の整流器、界磁巻線、及びこの界
磁巻線に接続された電圧調整器を含む交流発電機と、前
記第１の整流器に切替えスイッチを介して接続されると
共に前記界磁巻線にも接続された低電圧側のバッテリ
と、前記第２の整流器に接続されると共に前記低電圧側
のバッテリと直列に接続された少なくとも１個の高電圧
側のバッテリとを備えているので、(1) ２系統の異なる
電圧を必要とする電気負荷に１台の交流発電機で対処で
き、ひいては小形・軽量で安価な車両用電源装置が得ら
れる、(2) 高電圧側の電気負荷の作動時（交流発電機が
高電圧を出力する時）にも低電圧側のバッテリを充電す
ることにより低電圧側のバッテリのバッテリ上がりや電
圧低下を起こさない、そして(3) 高電圧側の電気負荷に
対して交流発電機の出力電圧がほぼ一定値に制御される
こと及び上記出力電圧に近いバッテリを備えていること
によりエンジンの運転条件と無関係に安定した電圧を供
給できるという効果を奏する。As described above in detail, the present invention is driven by an engine of a vehicle and is an armature winding, and a first rectifier connected to the armature winding and rectifying an AC output thereof. An alternator including at least one second rectifier connected in parallel with the first rectifier, a field winding, and a voltage regulator connected to the field winding; and the first rectifier. A low-voltage side battery connected to the field winding and the field winding, and a low-voltage side battery connected to the second rectifier and connected in series with the low-voltage side battery. Since it is equipped with one high-voltage battery, (1) one AC generator can handle electric loads that require different voltages in two systems, and this is a small, lightweight, and inexpensive vehicle power supply. (2) High voltage power supply By charging the low voltage side battery even when the load is operating (when the alternator outputs a high voltage), the low voltage side battery does not run out of battery or the voltage drops, and (3) high voltage side Since the output voltage of the AC generator is controlled to a substantially constant value for the electric load and the battery close to the output voltage is provided, it is possible to supply a stable voltage regardless of the operating conditions of the engine. Play.
【図面の簡単な説明】[Brief description of drawings]
【図１】この発明に係る車両用電源装置の一実施例を示
す回路図である。FIG. 1 is a circuit diagram showing an embodiment of a vehicle power supply device according to the present invention.
【図２】従来公知の交流発電機を含む充電回路の説明図
である。FIG. 2 is an explanatory diagram of a charging circuit including a conventionally known AC generator.
【図３】交流発電機の巻線及び調整器の接続図である。FIG. 3 is a connection diagram of windings and a regulator of the AC generator.
【図４】車両用ウィンドウ加熱回路の回路図である。FIG. 4 is a circuit diagram of a vehicle window heating circuit.
１Ａ 交流発電機 ２ 電機子巻線 ３ 第１の整流器 ４ 第２の整流器 ７ 界磁巻線 ８ 電圧調整器 １０ 低電圧側のバッテリ １２ 高電圧側のバッテリ １４ 切替えスイッチ 1A AC generator 2 Armature winding 3 1st rectifier 4 2nd rectifier 7 Field winding 8 Voltage regulator 10 Low voltage side battery 12 High voltage side battery 14 Changeover switch
Claims (1)
電機子巻線、この電機子巻線に接続されてその交流出力
を整流する第１の整流器、この第１の整流器と並列に接
続された少なくとも１個の第２の整流器、界磁巻線、及
びこの界磁巻線に接続された電圧調整器を含む交流発電
機と、 前記第１の整流器に切替えスイッチを介して接続される
と共に前記界磁巻線にも接続された低電圧側のバッテリ
と、 前記第２の整流器に接続されると共に前記低電圧側のバ
ッテリと直列に接続された少なくとも１個の高電圧側の
バッテリと、 を備え、 前記電圧調整器は、前記低電圧側及び高電圧側のバッテ
リの各端子電圧を検出し、所定電圧との比較出力によっ
て前記界磁巻線の通電電流を調整するようになってい
る、 ことを特徴とする車両用電源装置。1. An armature winding driven by an engine of a vehicle, a first rectifier connected to the armature winding to rectify its AC output, and at least connected in parallel with the first rectifier. An alternator including a second rectifier, a field winding, and a voltage regulator connected to the field winding; and a field generator connected to the first rectifier via a changeover switch. A low voltage side battery that is also connected to the magnetic winding; and at least one high voltage side battery that is connected to the second rectifier and that is connected in series with the low voltage side battery. The voltage regulator detects each terminal voltage of the low-voltage side battery and the high-voltage side battery, and adjusts the conduction current of the field winding by a comparison output with a predetermined voltage. A power supply device for a vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05176903A JP3133867B2 (en) | 1993-07-16 | 1993-07-16 | Power supply for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05176903A JP3133867B2 (en) | 1993-07-16 | 1993-07-16 | Power supply for vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0739199A true JPH0739199A (en) | 1995-02-07 |
| JP3133867B2 JP3133867B2 (en) | 2001-02-13 |
Family
ID=16021773
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP05176903A Expired - Lifetime JP3133867B2 (en) | 1993-07-16 | 1993-07-16 | Power supply for vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3133867B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002374602A (en) * | 2001-06-14 | 2002-12-26 | Yazaki Corp | Power supply unit for vehicle |
| US6555992B2 (en) | 2001-01-22 | 2003-04-29 | Mitsubishi Denki Kabushiki Kaisha | Automotive electric power supply assembly |
| US7535203B2 (en) | 2006-02-08 | 2009-05-19 | Denso Corporation | Alternator |
-
1993
- 1993-07-16 JP JP05176903A patent/JP3133867B2/en not_active Expired - Lifetime
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6555992B2 (en) | 2001-01-22 | 2003-04-29 | Mitsubishi Denki Kabushiki Kaisha | Automotive electric power supply assembly |
| JP2002374602A (en) * | 2001-06-14 | 2002-12-26 | Yazaki Corp | Power supply unit for vehicle |
| US7535203B2 (en) | 2006-02-08 | 2009-05-19 | Denso Corporation | Alternator |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3133867B2 (en) | 2001-02-13 |
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