JPH07163199A - Power generation control device for motorcycles - Google Patents

Abstract

(57) [Summary] [Purpose] To prevent the engine from stopping when the motorcycle disengages the clutch or when the brake is applied at the same time as the clutch is disengaged. [Structure] In a motorcycle that rectifies the output of an AC generator 1 driven by an engine and supplies the load to a load, a clutch switch 28 that operates when the clutch is disengaged is provided, and the clutch switch 28 disengages the clutch. Sometimes, a part or all of the connection between the AC generator 1 and the full-wave rectifier 5 is cut. Since this cut reduces the load on the engine, the engine does not stop.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motorcycle power generation control device which can be applied to a motorcycle having a relatively small displacement to obtain a good result.

[0002]

2. Description of the Related Art A motorcycle and a motorcycle are equipped with a battery and a generator as in an automobile, and a battery for supplying electric power to an electric load is supplied with current from the generator to charge the battery. The generator is driven by the rotational output generated by the engine.

Referring to FIG. 6, a charging circuit for a motorcycle that has been generally used in the past will be described. Reference numeral 1 is a three-phase type AC generator, in which three coils 2, 3 and 4 are star-connected. Reference numeral 5 denotes a full-wave rectifier, which is configured by connecting diodes 6, 7 and diodes 8, 9 and diodes 10, 11 in series in the same forward direction. One end of the coil 2 is connected to the connection point of the diodes 6 and 7, and one end of the coil 3 is connected to the connection point of the diodes 8 and 9. Further, one end of the coil 4 is connected to the connection point of the diodes 10 and 11.

The diodes 7, 9 and 11 have thyristors 12 and
13 and 14 are connected in parallel with the forward direction reversed. The gates of the thyristors 12, 13 and 14 are connected to the control circuit 15 so that the gate voltage is controlled.

A positive line 16 is connected to the cathodes of the diodes 6, 8 and 10 and a ground line 17 is connected to the diodes 7, 9 and 11. A battery 19 is connected between the positive line 16 and the ground line 17 via a fuse 18, and the battery 19 is charged by the output current of the full-wave rectifier 5.

An igniter 21, a front brake switch 22, a rear brake switch 23 and a lighting switch 24 are connected to the positive line 16 via a main switch (ignition switch) 20. The other pole of the igniter 21 is connected to the ground line 17. The igniter 21 operates the ignition device of the engine.

The front brake switch 22 and the rear brake switch 23 are connected in parallel and connected to the ground line 17 via a brake lamp (stop lamp) 25. The other pole of the lighting switch 24 is connected to the ground line 17 via the headlamp 26. A tail lamp, a meter lamp and the like (not shown) are connected in parallel to the head lamp 26. 27 is an electric load other than the lamps, which is connected between the positive line 16 and the ground line 17.

In this circuit having such a structure, while the output current of the full-wave rectifier 5 charges the battery 19, a part of the current is supplied to the igniter 21 and the lamps which are loads. Since the alternator 1 is driven by the engine, when the load is large, the load applied to the engine increases correspondingly, and the output voltage fluctuates. In this sense, there is a regulator that keeps the output voltage constant (for example, Japanese Utility Model Laid-Open No. Sho 58-22434 and Japanese Patent Laid-Open No. 63-3).
(See 05798 publication).

[0009]

In the motorcycle having the charging circuit as described above, it is necessary to set the idling speed as low as possible in order to improve fuel efficiency and quietness during idling. In a motorcycle in which the idling speed is set as low as possible, the engine may stop in the following situations.

That is, since the AC generator 1 is driven by the engine, it consumes a part of the engine output itself, and when the load becomes large due to the lighting of the brake lamp or the like, the engine is further burdened. A decrease in the rotation speed of the engine causes the engine to stop.

Further analysis of the engine stop situation shows that
It is known that this occurs when the throttle is closed, the clutch is released, and the brake is applied while the vehicle is running. Therefore, if the timing of releasing the clutch is slightly delayed so that the clutch is released immediately before the vehicle stops, it can be considered that the engine stop does not occur. Further, if the load on the engine is reduced when the clutch is disengaged, the engine stop can be avoided.

The present invention has been made in view of this point, and when the clutch is disengaged during traveling, the load on the engine is reduced by suppressing the electric power generated by the generator, so that the engine is stopped. It is an object of the present invention to provide a power generation control device for a motorcycle that does not have the above.

[0013]

As a means for solving the above problems, the present invention provides a motorcycle for rectifying the output of an alternator driven by an engine and supplying it to a load when a clutch is disengaged. A clutch switch that operates in accordance with the above is provided, and when the clutch is disengaged, a part or all of the connection between the AC generator and the rectifier is cut by the clutch switch.

Also, a three-phase type AC generator is used, and when the clutch is disengaged, one phase of the connection between the AC generator and the rectifier is cut off, so that a part of the output of the AC generator is cut off. It is configured to be cut.

A three-phase AC generator is used, and when the clutch is disengaged during night driving, one phase of the connection between the AC generator and the rectifier is cut off so that the output of the AC generator is It is configured to cut a part.

Further, a normally closed contact circuit of a relay is connected between the output coil of the AC generator and the rectifier, and the coil of the relay is connected to a power source through a clutch switch that is closed when the clutch is disengaged. Is.

Further, the output side of a semiconductor switch circuit is connected between the output coil of the AC generator and the rectifier, and the control side of the switch circuit is supplied to the power source via a clutch switch that is closed when the clutch is disengaged. It is connected.

Also, a three-phase type AC generator is used, and when the clutch is disengaged during daytime running, by disconnecting two phases of the connection between the generator and the rectifier, all of the output of the AC generator is removed. It is configured to cut.

As a circuit for disconnecting two of the three phases of the AC generator during daytime running, one phase uses a clutch switch and the other phase uses a lighting switch.

Then, in a motorcycle in which the output of an AC generator driven by an engine is rectified and supplied to a load,
A clutch switch that closes when the clutch is disengaged and a brake switch that closes when braking are provided, and the clutch switch and the brake switch are connected in series,
When the clutch is released and the brake is applied, a part or all of the connection between the AC generator and the rectifier is cut.

[0021]

For this reason, when the clutch is disengaged and the brake is applied at the same time as the need arises while the vehicle is running, the clutch switch is closed or the brake switch is closed at the same time, and the normally closed contact of the relay is closed. Alternatively, the semiconductor switch circuit will be opened. As a result, part or all of the output of the three-phase AC generator is cut, so that the load on the AC generator is reduced or eliminated, and the load on the engine is reduced.

[0022]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIG. Reference numeral 1 is a three-phase type AC generator, in which three coils 2, 3 and 4 are star-connected. Reference numeral 5 denotes a full-wave rectifier, which is configured by connecting diodes 6, 7 and diodes 8, 9 and diodes 10, 11 in series in the same forward direction. One end of the coil 3 has diodes 8 and 9
, And one end of the coil 4 is connected to the connection point of the diodes 10 and 11. The connection of one end of the coil 2 will be described later.

The diodes 7, 9 and 11 have thyristors 12 and
13 and 14 are connected in parallel with the forward direction reversed. The gates of the thyristors 12, 13 and 14 are connected to the control circuit 15 so that the gate voltage is controlled.

A positive line 16 is connected to the cathodes of the diodes 6, 8 and 10 and a ground line 17 is connected to the diodes 7, 9 and 11. A battery 19 is connected between the positive line 16 and the ground line 17 via a fuse 18, and the battery 19 is charged by the output current of the full-wave rectifier 5.

An igniter 21, a clutch switch 28, which will be described later, a front brake switch 22, a rear brake switch 23, and a lighting switch 24 are connected to the positive line 16 via a main switch (ignition switch) 20, respectively. The other pole of the igniter 21 is connected to the ground line 17. The igniter 21 operates the ignition device of the engine.

The clutch switch 28 is closed when the clutch is disengaged by gripping the clutch lever,
The front brake switch 22 is closed when the brake lever is gripped, and the rear brake switch 23 is closed when the brake pedal is depressed.

The front brake switch 22 and the rear brake switch 23 are connected in parallel and connected to the ground line 17 via a brake lamp (stop lamp) 25. The other pole of the lighting switch 24 is connected to the ground line 17 via the headlamp 26. A tail lamp, a meter lamp and the like (not shown) are connected in parallel to the head lamp 26. 27 is an electric load other than the lamps, which is connected between the positive line 16 and the ground line 17.

One end of the coil 2 of the AC generator 1 is a relay.
The diode 6 of the full-wave rectifier 5 through the 29 normally closed contacts 30
7 connection points. And coil of relay 29
31 is connected between one end of the clutch switch 22 and the ground line 17.

In the power generation control device thus constructed, the three-phase voltage is induced in the three coils 2, 3 and 4 when the AC generator 1 is driven by the engine. At this time, since the coil 2 is connected to the normally closed contact 30 of the relay 29, unless the coil 31 of the relay 29 is excited, all the voltages induced in the three coils 2, 3 and 4 are full wave rectifiers 5. Given to the full-wave rectified positive line 16
And is applied to the ground line 17. The operation at this time is similar to that shown in FIG. 5, and the output current of the AC generator 1 with respect to the engine speed is as shown in FIG.

When the driver operates the front brake or the rear brake to stop the vehicle, this operation causes the front brake switch 22 or the rear brake switch 23 to close and the brake lamp 25 to light.
When the front brake switch 22 or the rear brake switch 23 is closed, a current also flows through the coil 31 of the relay 29, so that the coil 31 is excited and the normally-closed contact 30 is opened. When the normally closed contact 30 is opened, the coil 2 of the AC generator 1 is disconnected from the full-wave rectifier 5, so that one of the three-phase AC is cut. FIG. 2 shows the output current characteristic at that time. At this time, the AC generator 1 has a single phase, which reduces the load on the engine that drives the AC generator 1 and thus increases the engine speed.

With this operation, when the driver disengages the clutch while the vehicle is traveling, the AC generator 1 becomes a single phase, so the load on the engine is reduced. As a result, the engine speed is temporarily increased, so that the engine will not stop. When the driver engages the clutch, the original state is restored.

FIG. 3 shows the relationship between the engine speed and time. In this figure, the line shows the state in which none of the connections between the three coils 2, 3, 4 of the AC generator 1 and the full-wave rectifier 5 is cut, and the line shows the one coil. Shows the case where the connection of is cut. And at a, the brake is applied suddenly without disengaging the clutch. As a result of this sudden braking,
There is a difference in the number of revolutions indicated by b between the two lines, which is the effect when one coil is cut. The part indicated by c in the line is a sign that the engine has stopped, and is below the idling speed. If you release the clutch,
The engine does not stop because the idling speed does not fall below the line.

By disengaging the clutch while running at night,
As described above, if a part of the connection between the AC generator 1 and the full-wave rectifier 5 is cut to prevent the engine from stopping, the power supply to the headlamp 26 is secured even if the generated power is reduced. , It does not interfere with night driving.

In the embodiment shown in FIG. 1, one end of the coil 2 of the AC generator 1 is normally closed by a relay 29 as a means for cutting a part of the connection between the AC generator 1 and the full-wave rectifier 5. Although it is connected to the connection point of the diodes 6 and 7 of the full-wave rectifier 5 through the contact 30, the relay 29 may not be used in this way, and a switch circuit made of semiconductor may be used instead. That is, the normally closed contact 30 of the relay 29 is connected to the emitter / collector circuit on the output side of the transistor, and the base circuit on the control side of the transistor is connected to the front brake switch 22 or the rear brake switch 23 (both are the same). May be connected to. In this case, a resistor is connected to obtain an appropriate base voltage.

When a part of the connection between the AC generator 1 and the full-wave rectifier 5 is cut off, the headlamp 26 during night driving is used.
Although it does not hinder the lighting of the tail lamp and the meter lamp, etc., it is possible to cut off all of the output of the alternator 1 during the daytime running when the head lamp 26 does not need to be lit originally. If you do this,
The load on the engine is smaller. As a method for this purpose, two phases of the connection between the three-phase AC generator 1 and the full-wave rectifier 5 may be disconnected.

In the embodiment described above, a part of the output of the alternator 1 is cut in connection with the disengagement of the clutch, but not only the clutch but also the clutch is disengaged at the same time when the brake is applied. Sometimes, a part of the output of the AC generator 1 may be cut off. FIG. 4 shows another embodiment of the present invention showing the circuit. In this case, the clutch switch 28 is connected in series to the front brake switch 22 and the rear brake switch 23, which are connected in parallel,
The coil 31 of the relay 29 is connected between the positive line 16 and the ground line 17 via these.

In this embodiment, when the front brake switch 22 or the rear brake switch 23 (or both) may be closed and the clutch switch 28 is closed, a current flows through the coil 31 of the relay 29 to be excited and the normally closed contact 30 is closed. Since it is opened, it can be prevented in the state where the engine is likely to stop as described above.

FIG. 5 shows another embodiment of the present invention. When the motorcycle is running in the daytime, by disconnecting all of the connections between the three-phase AC generator 1 and the full-wave rectifier 5, AC power generation is possible. All the output of the machine 1 is cut off. To explain this, one end of the coil 2 of the AC generator 1 is connected to the connection point of the diodes 6 and 7 of the full-wave rectifier 5 via the normally closed contact 30 of the relay 29. And relay
Coil 31 of 29, positive line via clutch switch 28
Connected to 16.

In this circuit, another relay is used, and the normally closed contact 33 of this relay 32 is connected between the coil 3 of the AC generator 1 and the connection point of the diodes 8 and 9 of the full-wave rectifier 5. I am doing it. One end of coil 34 of relay 32 is relay 29
The coil 31 is connected to one end of the coil 31 and the other end thereof is connected to a connection point between the lighting switch 24 and the headlamp 26 via a backflow preventing diode 35.

In this embodiment, the relationship between the coil 2 of the AC generator 1 and the full-wave rectifier 5 is the same as that of the embodiment shown in FIG. By adding the relay 32 and connecting one end of the coil 34 to the output side of the lighting switch 24,
Two relays 29, 32 when at least one of the front brake switch 22 and the rear brake switch 23 is closed
Is excited, the normally-closed contacts 30 and 33 are opened, and the AC generator 1 2
The individual coils 2 and 3 are disconnected from the full-wave rectifier 5. Therefore, all the output of the AC generator 1 is cut. When the coil 34 of the relay 32 is excited, the stop lamp 26 is inserted in the circuit, but by appropriately selecting the impedance of the coil 34 of the relay 32 and the filament resistance of the stop lamp 26, the It is possible to prevent inconvenience.

Also in the embodiment shown in FIG. 5, the relay 2
Instead of 9, 32, a semiconductor switch circuit can be used. The connection circuit in this case is similar to that described with reference to FIG.

[0042]

Since the present invention is a power generation control device for a motorcycle constructed as described above, the output of the generator is reduced when the clutch is disengaged, so the load on the engine is reduced and the rotational speed is reduced. Will rise. This makes it possible to prevent the engine from stopping when the clutch is disengaged while the brake is being applied.

As a result, the idling speed can be set as low as possible in order to improve the fuel consumption and quietness during idling.

Since a three-phase AC generator is used and one of the connections between the AC generator and the rectifier is disconnected when the clutch is disengaged,
It is extremely easy to cut a part of the output of the alternator.

Further, a three-phase type AC generator is used, and when the clutch is disengaged during night driving, one phase of the connection between the AC generator and the rectifier is cut off to output the output of the AC generator. Since part of it is cut off, even if the power generated by the AC generator is reduced to prevent the engine from stopping during nighttime driving, the headlamp lighting can be secured by the power generated in other phases. Become.

Also, a normally closed contact circuit of a relay is connected between the output coil of the AC generator and the rectifier, and the coil of this relay is connected to the power source through a clutch switch that closes when the clutch is disengaged. Therefore, by providing only the relay and the clutch switch, the operation can be easily performed, and the existing vehicle can be mounted.

Also, the output side of a switch circuit made of semiconductor is connected between the output coil of the AC generator and the rectifier, and the control side of this switch circuit is connected to the power source through a switch that closes when the clutch is disengaged. When this is done, compared to when a relay is used, it is smaller and lighter, and the operational stability against vibration is also improved.

Further, a three-phase type AC generator is used, and when the clutch is disengaged during daytime running, two phases of the connection between the generator and the rectifier are disconnected, so that the output of the AC generator is entirely reduced. When configured to cut
Since the load on the AC generator is significantly reduced, a great effect can be obtained in preventing the engine from stopping.

As a concrete circuit of the above structure, one phase uses a clutch switch and the other phase uses a lighting switch, so that the structure is remarkably simplified.

A clutch switch that closes when the clutch is disengaged and a brake switch that closes when braking are provided, and the clutch switch and the brake switch are connected in series to disconnect the clutch and apply the brake. Since the configuration is such that some or all of the connection between the AC generator and the rectifier is cut, the engine is prevented from stopping when the engine is most likely to stop, that is, the clutch is released at the same time as the brake is applied. It will be possible.

[Brief description of drawings]

FIG. 1 is a circuit diagram of an embodiment of the present invention.

FIG. 2 is a graph showing the relationship between the engine speed and the output current of the AC generator.

FIG. 3 is a graph showing the relationship between engine speed and time.

FIG. 4 is a circuit diagram of another embodiment of the present invention.

FIG. 5 is a circuit diagram of still another embodiment of the present invention.

FIG. 6 is a circuit diagram showing a charging circuit of a motorcycle.

[Explanation of symbols]

 1 AC generator 2 coil 3 coil 4 coil 5 full wave rectifier 6 diode 7 diode 8 diode 9 diode 10 diode 11 diode 16 positive line 17 ground line 19 battery 22 front brake switch 23 rear brake switch 24 lighting switch 25 brake lamp 26 head Lamp 28 Clutch switch 29 Relay 30 Normally closed contact 31 Coil 32 Relay 33 Normally closed contact 34 Coil

Claims (8)

[Claims] 1. A motorcycle, which rectifies the output of an AC generator driven by an engine and supplies the load to a load, is provided with a clutch switch that operates when the clutch is disengaged, and when the clutch is disengaged by the clutch switch. A power generation control device for a motorcycle, characterized in that part or all of the connection between the AC generator and the rectifier is cut. 2. A three-phase type AC generator is used,
The automatic configuration according to claim 1, wherein a part of the output of the alternator is cut by disconnecting one phase of the connection between the alternator and the rectifier when the clutch is disengaged. Power generation control device for motorcycles. 3. A three-phase type AC generator is used,
2. When the clutch is disengaged during nighttime driving, one phase of the connection between the alternator and the rectifier is disconnected to cut off a part of the output of the alternator. Alternatively, the power generation control device for the motorcycle according to 2. 4. A normally-closed contact circuit of a relay is connected between an output coil of an alternator and a rectifier, and the coil of the relay is connected to a power source through a clutch switch that closes when the clutch is disengaged. A power generation control device for a motorcycle according to any one of claims 1 to 3, characterized in that: 5. An output side of a switch circuit made of semiconductor is connected between an output coil of an alternator and a rectifier, and a control side of the switch circuit is connected to a power source via a clutch switch which is closed when a clutch is disengaged. The power generation control device for a motorcycle according to any one of claims 1 to 3, which is connected. 6. A three-phase type AC generator is used,
2. When the clutch is disengaged during daytime driving, the two phases of the connection between the generator and the rectifier are disconnected so that the output of the alternator is entirely cut off. Power generation control device for motorcycles. 7. A circuit for disconnecting two phases out of three phases of an alternator during daytime running, one phase being a clutch switch,
7. The power generation control device for a motorcycle according to claim 6, wherein a lighting switch is used for another phase. 8. A motorcycle in which the output of an AC generator driven by an engine is rectified and supplied to a load, and a clutch switch that closes when the clutch is disengaged and a brake switch that closes when braking are provided. And a brake switch are connected in series, and when the clutch is released and the brake is applied, a part or all of the connection between the AC generator and the rectifier is cut off. Power generation control device.