JPS6153423A - Engine auxiliary machine driving controller - Google Patents

Abstract

PURPOSE:To make each auxiliary machine operatable in an efficient manner as well as to aim at the promotion of power-saving, by controlling a driving speed of the auxiliary machine in response to a pressure signal at the low pressure side of an air conditioner, besides an on-off signal out of a compressor of the air conditioner. CONSTITUTION:A device bearing the above caption drives auxiliary machines such as a compressor 5, an oil pump 6, an alternator 3 and a fan 4 via a variable speed pulley 7 and driving belts 19-21 rolled on firs - third pulleys 8-10 of the said pulley 7. In this case, there is provided with a control unit 69 which inputs each detection signal out of an engine speed sensor 51, an on-off detector 54 of the compressor 5 and a low pressure side pressure detector 55 of the compressor 5, etc. And, at the said control unit 69, a proper speed conversion characteristic by the variable speed pulley 7 is selected on the basis of the said detection signal, and according to the selected speed conversion characteristic, a solenoid valve 13 in the variable speed pulley 7 is made so as to be controlled for its on-off operation.

Description

[Detailed description of the invention]

INDUSTRIAL APPLICATION FIELD The present invention relates to an engine accessory drive control device, and more specifically, it controls the drive rotational speed of various accessories driven by an engine by taking into account the operating conditions of each device. The present invention relates to an engine auxiliary drive control device configured to control. BACKGROUND ART For example, in devices equipped with an internal combustion engine as a driving source, such as an internal combustion engine vehicle, electrical auxiliary equipment such as a generator, fan, oil pump, air conditioning compressor, etc. are rotationally driven by the engine. However, the appropriate value of the driving rotational speed of these auxiliary machines changes depending on the operating state of the device at the time. In particular, the operating state of an air conditioning compressor changes more rapidly than that of other auxiliary machines, and its optimal driving rotational speed changes greatly from time to time. For this reason, a device has been proposed that determines whether the engine rotational speed is in a high rotational region or a low rotational region, and switches the driving rotational speed of auxiliary machinery according to the result of this determination ( (Japanese Unexamined Patent Publication No. 57-5517). Problems to be Solved by the Invention However, since this proposed device only considers the rotational speed value of the engine, it is not possible to drive all auxiliary machinery at an appropriate rotational speed that meets various conditions. There wasn't. Therefore, the present invention provides an engine auxiliary equipment drive control device that allows each auxiliary equipment, including an air conditioning compressor, to be driven at an appropriate rotational speed depending on the special operating conditions of the engine and the auxiliary equipment. It is in. Means for Solving the Problems The configuration of the present invention provides an engine accessory drive control device for controlling the drive rotational speed of engine accessories including at least a compressor of an air conditioner. a variable speed pulley that is provided between the input rotating shaft of the engine and can switch speed conversion characteristics in response to an electric signal; a means for outputting a first signal related to the rotational speed of the engine; The control signal of the magnetic clutch for turning on and off and the above compressor 1.
signal generating means for outputting at least a signal related to the pressure on the low pressure side of the valve, and selecting an appropriate speed conversion characteristic by the variable speed pulley in response to at least the first signal and the output signal from the signal generating means. The present invention is characterized in that it includes a selection means and means for outputting an electric signal for switching the characteristics of the variable speed pulley in accordance with the output from the selection means. As a variable speed pulley, for example, a large diameter pulley is provided so as to be rotatable with respect to the fixed side, and an excitation magnetic pole composed of a coil and a yoke is provided with an appropriate gap in the annular recess of the large diameter pulley, and a small diameter pulley is rotated. A mount is provided for freely supporting and fixing to the input/output shaft, and a leaf spring is mounted on the mount, and a clutch plate is provided facing the disk surface of the large diameter pulley with an appropriate gap. It is possible to use a bifurcated switching pulley in which the mount is fixedly fixed through the mount, and a recess opening toward the small diameter pulley is formed in the mount, and a wedge is arranged between the cores. Function As mentioned above, in addition to control signals related to turning on and off the compressor of the air conditioner, the driving rotation speed of the auxiliary equipment can be controlled in response to signals related to the pressure on the low pressure side of the air conditioning equipment. When the pressure on the low pressure side decreases, the rotation speed of the compressor can be decreased. As a result, if the temperature of the evaporator drops below a predetermined value while the compressor is operating, the variable speed pulley can be switched to lower the rotational speed of the compressor, resulting in further power savings. . EXAMPLES Hereinafter, the present invention will be explained in detail with reference to illustrated examples. FIG. 1 shows a block diagram showing the configuration of an embodiment O of an engine auxiliary drive control device according to the present invention. The engine auxiliary drive control device 1 uses the internal combustion engine 2 to
The drive rotational speed of these auxiliary machines is adjusted so that the alternator 3, engine cooling water cooling engine 4, compressor 5 for the air conditioner, and oil pump 6 for power steering are operated at appropriate rotational speeds. It is a device for controlling. A variable speed pulley 7 is arranged between the engine 2 and each auxiliary machine. The variable speed pulley 7 includes a first pulley 8 with a small diameter and a second pulley 8 with a large diameter that are fixed to each other and rotate together. Third
Boo! J 9 and 10, and these pulleys μ are coaxially supported. The first pump 8 is connected to the output rotating shaft 12 of the engine 2 via a one-way clutch 11,
The rotational output from Enshin 2 is the one-way clutch 1.
1 to the first pulley 8. An electromagnetic clutch 13 is provided between the engine side of the one-way clutch 11 and the second pulley 9, and when an excitation current is supplied to the electromagnetic clutch 13, the engine 2 and the second pulley 9 are connected. , the second and third stages 9.10 are engine 2
It will be directly driven by the FIGS. 2 and 3 show the variable speed pulley 7 shown in FIG.
The configuration is shown in detail. Second. Third pulley 9,1
0 is rotatably attached via a bearing 33 to a support 32 fixed to the engine main body 31, which is a fixed side, and a flat disc surface 34 is provided on the first pulley 8 side of the second pulley 9.
is formed. Also second. An excitation magnetic pole 38 consisting of a coil 36 and a yoke 37 is arranged with an appropriate gap in the annular recess 35 of the third pulleys 9 and 10, and the excitation magnetic pole 38 is fixed to the support 32 described above. and is supported. The first pulley 8 is a mount 3 fixed to the output rotating shaft.
A leaf spring 41 is fixed to the mount 39, and a leaf spring 41 is attached to the tip of the leaf spring 41. The clutch 42μ, made of a magnetic material such as iron, faces the disk surface 34 with an appropriate gap therebetween. Further, this mount 39 is formed with a recess 4i that opens on the side facing the first pulley 8, and this recess 43 is formed gradually deeper in the rotation direction as clearly shown in FIG. It is formed by rising in the radial direction from the deepest point. The wedge 44 is housed in the recess 43 and is arc-shaped with its front and back surfaces gently sloped relative to each other. With this wedge 44, only when the rotation speed of the first pulley 8 is slower than the rotation speed of the mount 39,
The i-rant 39 and the first Zori 8 are combined, and the mount 39
It constitutes a one-way clamp 11 that can transmit the rotational force from
There is no coupling relationship with the mount 39, and the first pulley 8 rotates freely. The excitation magnetic pole 38 and the clutch plate 42 are connected to the electromagnetic clutch 13.
When the excitation magnetic pole 38 is magnetized, the second pulley 9 is magnetized and attracts the clutch plate 42ft. For this reason, the rotational force of the output rotational force 12 is
Through the second. The rotational force is transmitted to the third pulley 9. The third pulley 9°10 is now rotated. When the excitation magnetic pole 38 is in a non-excited state, the rotation speed of the first gooley 8 and the shimarant 39 is naturally faster, and the wedge 44
The rotation force is transmitted to the first googly 8 by connecting with the first googly 8 . Returning to FIG. 1, alternator 3. Fan 4° Compressor 5 and oil pump 6 input rotating shafts 3a, 4a,
Pulleys 14 to 18 are fixed to 5m and 6a as shown. WJ1 pulley 8 and pulley 17 are connected by a drive belt 19, and second pulley 9 and pulley 16
, 18 are connected to a drive belt 20, and the third pulley 10 and pulleys 14, 15 are connected to each other by a drive belt 21. Therefore, when the electromagnetic clutch 13 is in the OFF state, only the first pulley 8 is directly driven by the engine 2, which causes the pulley 17 to rotate. Since the pulley 17 and the pulley 16 are fixed to the input rotating shaft 5a, the rotation of the pulley 17 is transmitted to the second pulley 18 and the second pulley 9 by the drive belt 20, and further by the drive belt 21 to the pulley 14, 15, transmitted to. Here, since the diameters of the pulleys 16 and 17 are set to be approximately the same large diameter as the diameter of the second pulley 9, the rotational speed of the second pulley 9 is the rotational speed of the first pulley 8, that is, the rotational speed of the engine 2. It's smaller. On the other hand, when the electromagnetic clutch 13 is turned on, the second and third pulleys 9 and 10 are directly driven by the engine 2, so they rotate at the same speed as the engine 2. As a result, alternator 3. Fan 4. compressor 5
The oil pump 6 is driven at a high rotational speed when the electromagnetic clutch 13 is on, and is driven at a low rotational speed when the electromagnetic clutch 13 is off. Note that when the electromagnetic clutch 13 is turned on, the first pulley 8 is driven by the pulley 17 and the drive belt 19 at a faster speed than the drive speed by the engine 2, but the first pulley 8 and the engine 2 are connected to each other by a one-way clutch. 11, the one-way clutch 11 is in a slipping state and no inconvenience occurs. In order to detect the operating state of the engine and each auxiliary machine, this device 1 includes a speed sensor 51 that detects the rotational speed of the engine;
A water temperature sensor 52 that detects the engine cooling water temperature, a field current sensor 53 that detects the field current value of the alternator 3,
An on/off detector 54 that detects the on/off state of an electromagnetic clutch (not shown) of the compressor 5, a pressure detector 55 that detects that the pressure on the low pressure side of the compressor 5 has fallen below a predetermined value, and an air conditioner An adjustment lever position detector 56 is provided for detecting that the position of the adjustment lever AL for setting the indoor temperature of the apparatus is within a predetermined maximum cooling range. Speed sensor 51. The water temperature sensor 52 and the field current sensor 53 output a speed signal s indicating the engine speed, a water temperature signal S indicating the engine/engine cooling water temperature, and a field signal Ss indicating the magnitude of the field current. and each of these signals 51j
S! 1s, h, control unit) (C/U) 69. The on/off detector 54 outputs a detection signal S4 whose level becomes rHJ or "L" as the electromagnetic clutch in the compressor 5 turns on and off, and the detection signal 84 is input to the control unit 69. . On the other hand, the pressure detector 55 outputs a low pressure signal Ss that becomes rHJ when the low pressure side pressure of the compressor 5 becomes below a predetermined value, and the adjustment lever position detector 56 outputs a low pressure signal Ss that becomes rHJ when the pressure on the low pressure side of the compressor 5 becomes less than a predetermined value. When the temperature is within the maximum cooling range R, a detection signal S6 representing rHJ is output. These signals 5s=S@ are also sent to the control unit 69
has been entered. Reference numeral 58 indicates an acceleration sensor and a set of voltage signals Y1 indicating the depression state of an accelerator pedal 590. Y, is output from the acceleration sensor 58. This acceleration sensor 58 is connected to an L-shaped arm 6 having an accelerator pedal 59 at one end, as shown in FIG.
a movable contact 61 that is attached to the accelerator contact 61. and two fixed contacts 62 and 63 that cooperate with each other to form a switch. The fixed contact 62 contacts the movable contact 61 when the amount of accelerator depression reaches, for example, a value of 10% at the maximum depression, and the other fixed contact 63 contacts the movable contact 61 when the amount of accelerator depression reaches 80% of the maximum depression. It is arranged so that it comes into contact with the movable contact 6 when it reaches. The movable contact 61 is grounded, and the fixed contacts 62 and 63 are connected to the power supply +■ through resistors 64 and 65', respectively. When the accelerator pedal 59 is depressed, the L-shaped arm 60, which is swingably supported at point A, rotates clockwise against the force of the spring 66, and the accelerator pedal depression amount is 10 inches and 80 inches. At these positions, the movable contacts 61 come into contact with the fixed contacts 62 and 63, respectively. When the movable contact 61 contacts the fixed contact 62.63 by depressing the accelerator pedal 59, the output terminal 67.68
voltage signals Yl and Y whose level becomes zero at the contact timing are respectively outputted (Fig. 5 (a), (b)).
reference). Therefore, the length of time t from when the level of voltage signal Y1 becomes low until the level of the other voltage signal Y2 becomes zero indicates the speed of depression of the accelerator pedal, and time t is The O control unit 69, which means that the shorter the acceleration operation has been performed, based on the information indicated by the above-mentioned signals S1 to S4 and Y, Y,
It is determined whether the electromagnetic clutch 13 of the variable speed pulley 7 is to be turned on or off, and the determination result is inputted as an output signal O to the drive circuit 70. The drive circuit 70 supplies the required excitation current to the electromagnetic clutch 13 in response to the output signal O. A circuit diagram of the control unit 69 is shown in FIG. A noise signal generated on the intermittent contact 72 side of the ignition coil 71 is output as a speed signal S from the speed sensor 51, and is waveform-shaped by the waveform shaping circuit 73. The waveform-shaped output signal P1 is input to a monostable multivibrator circuit 74, where it is converted into a pulse train signal P2 consisting of pulses with a predetermined pulse width, and then integrated in an integration circuit 75, and then A speed voltage signal 8 whose level LB changes as shown in FIG. 7 with respect to the rotational speed N is output. Engine speed N from 600 (r-pom) to 2500
In order to determine whether or not the speed is within the speed range of (r-p9m) based on the speed voltage signal V, the voltage comparator 76.
A window type comparator circuit 78 consisting of 77 is provided. The speed voltage signal v8 indicates that the engine speed is 600.
A voltage signal v1 at the same level as the speed voltage signal V in the case of (r, p, m) is applied to the small input terminal of the voltage comparator 76, which is applied to one input terminal, and the engine speed is A voltage signal 2 having the same level as the speed voltage signal vs in the case of 2500 (r, pm) is also applied to one input terminal of the voltage comparator 76, which is applied to the small input terminal. The output terminals of both voltage comparators 76 and 77 are connected in common and connected to the voltage source + via a pull-up resistor 79.
Connected to V. follow

[, engine speed N is 600 (r, p, m] (N (2500 (r, p, m)
”・Only when the engine speed is within the speed range specified in (1), the potential at the common connection point The above-mentioned binary signal indicating whether or not the engine speed N is within the speed range shown by equation (1) is the first level.
As the signal C1, one of the input terminals of the AND circuit 80
is applied to. The control unit 69d further controls the engine speed N from 600 (r, p, rn) to 1250 (r, p, m).
:1 is within the speed range based on the speed voltage signal v8, another window type converter circuit 83 consisting of a voltage comparator 81j82 is provided. The speed voltage signal vs indicates that the engine speed is 600 (r
, p, m) is applied to the small input terminal of the voltage comparator 81 which is applied to one input terminal, and the engine speed is 1250 ( r, p, m], the speed voltage signal V,
A voltage signal vs having the same level as the Q level is also applied to one input terminal of the voltage comparator 82, which is applied to the small input terminal. The output terminals of both voltage comparators 81 and 82 are connected in common, and are connected to the voltage source +■ via a sol-up resistor 84. Therefore, the engine speed N is 600 (
r,p,m)(N(1250(r,p,m,l
”・Only when the speed is in the speed range (2), the potential at the common connection point Y becomes high level. is applied to the other input terminal of the OR circuit 85 to which the output terminal of
A detection signal S4 of "H" level is output. The pressure detector 55 is connected to a power source by a pressure-sensitive switch 87 and a resistor 88, which are configured to turn on and off with hysteresis as shown in FIG. It is connected in series with earth. In the illustrated embodiment, the pressure sensitive switch 87 is turned on;
The off operation is performed when the pressure on the low pressure side of the compressor 5 is 2.5
(kg/cnl”) and 1-9 (kg/z2)
It is set to be performed at the following times. The detection signal S taken out from both ends of the resistor 88 when the pressure sensitive switch 87 is in the off state based on the characteristics shown in FIG.
The level of , is "L". Adjust/4-Position detector 5
6 is constructed by connecting a switch 89 and a resistor 90 in series between the power supply and ground, which are turned on only when the position of the temperature control valve AL is within a predetermined maximum cooling range R; When the adjustment lever AL is set within the predetermined maximum cooling range, the switch 89 is turned on, and the level of the detection signal S6 taken out from both ends of the resistor 90 becomes rHJ.
Each of the detection signals S4 to S6 is applied to an input terminal of an AND circuit 91, respectively. Therefore, only when the coil 16 of the electromagnetic clutch 16 is excited to the output level of the AND circuit 91 and the pressure-sensitive switches 87 and 89 are closed, rl(J is obtained. The output signal from the alternator 3 is input to the OR circuit 92 as a third signal C.
The voltage signal generated at the resistor 94 and the capacitor 95 is extracted as a field signal S.
is applied to the small input terminal of the voltage comparator 96 via a smoothing circuit consisting of the following. Therefore, when power is being generated by the alternator 3, the potential at the input terminal of the voltage comparator 96 increases according to the amount of power generated, and - the level of the reference voltage va applied to the input terminal). When the voltage becomes high, the output level of the voltage comparator 96 becomes "H". That is, the voltage comparator 96 outputs a fourth signal C4 that becomes "H" level only when the amount of output from the alternator 3 is equal to or greater than a predetermined amount, and is input to the OR circuit 92. The water temperature sensor 52 is a thermistor 9 provided in the cooling water.
7 and a resistor 98 connected in series with the thermistor 97, and a voltage signal whose level varies according to the cooling water temperature is applied to one input terminal of a voltage comparator 99 as a water temperature signal S. A reference voltage signal 2, which has the same level as the water temperature signal S2 when the cooling water temperature reaches 85°C, is applied to the input terminal of the voltage comparator 99, and the cooling water temperature reaches 85°C.
When the temperature exceeds .degree. C., the fifth signal C5, which becomes rHJ level, is outputted from the voltage comparator 99 and inputted to the OR circuit 92. Therefore, the output level of the OR circuit 92 becomes "H" level when at least one of the third to fifth signals becomes "H" level. The output of the OR circuit 92 is input to the AND circuit 801'C as the sixth signal C6. The voltage signals Y and Y from the acceleration sensor 58 are input to the acceleration discrimination circuit 00, and the length of time t shown in FIG. t
When the length of is less than the predetermined time, a sudden acceleration operation is performed, it is determined that the time is 9, and a sudden acceleration signal AC is output. The sudden acceleration signal AC is input to the delay timer 101, and the output level of the delay tights 101 is held at the "L" level until a predetermined period of time has elapsed since the input of the sudden acceleration signal AC. This) 13! The output line 101ald of the extension type 101 is connected to the AND circuit 800 input terminal.
The output terminal of 0 is connected to the input terminal of the OR circuit 85. 1 (f voltage from the output terminal of the OR circuit 85 is divided by resistors 102 and 103, and the drive transistor 10
It is applied to 40 paces. The drive transistor 104 is an element constituting the drive circuit 70;
A diode 105 is connected to the transistor 104 to protect it from a voltage induced in the excitation coil 36 by the switching operation of the excitation coil 36 and the transistor 104. According to such a configuration, the engine speed is 600 [r,
When the speed is between [p0m] and 1250 (r, p, m), the second signal C8 is at the rHJ level, so the clutch 13 is always on regardless of the level conditions of other signals, and the variable speed is The pulley 7 is switched to high-speed drive characteristics, and the accessories are operated at a relatively high speed compared to the engine speed. On the other hand, when the engine speed is below 600 [r, p, m] or 25001: r, p, m3 or more, the first signal C
Since the level of 1 is always rLJ, the output 1-m of the AND circuit 80 becomes "LJ". In this case, since the level of the second signal C2 is also "L", the excitation coil 36 is deenergized and the electromagnetic clutch is off. For this reason, the variable speed pulley 7 is switched to low speed drive characteristics, and the auxiliary equipment is controlled by the AND circuit 8.
Regardless of the level of other signals input to 0, the engine will be operated at a low speed compared to the engine speed. Engine speed from 1250 (r,p,m:] to 250
0Cr, p4m], (i) When the Hunderessa 5 is on, the pressure-sensitive switch f87 is on, and the switch 89 is on.
(11) If the field current of the alternator exceeds a predetermined value, GiD
Water temperature is 85℃ or higher. When at least one of these conditions applies, the electromagnetic clutch 13 is turned on and the variable speed pulley 7 is switched to the high speed side. Therefore, the characteristic showing the relationship between the engine speed N and the output rotational speed (■) of the variable speed pulley 7 is as shown in FIG. In FIG. 9, the characteristic when the variable speed pulley 7 is switched to the high speed side is indicated by (a), and the characteristic when the variable speed pulley 7 is switched to the low speed side is indicated by (b). As can be seen from the above explanation, when the speed N is 600 Cr, p1m] or less or 2500 (r', p, m) or more, the characteristic shown by the symbol (b) is always obtained. p
lm: When it is in the range from l to 1250 (r, p, m), it always has the characteristic shown by the symbol (a). When the speed N is in the range of 1250 to 2500 (r, p, m) V), the motor operates with either of the characteristics indicated by number (a) or (b) depending on the operating conditions at the time. In this case, if there is a sudden depression of the accelerator pedal, the AND circuit 80 will be temporarily closed by the action of the delay timer 97. The connection will be temporarily suspended. According to such a configuration, the engine speed N is 600 (
r, pm], the electromagnetic clutch 13 is turned off and the characteristic of the variable speed pulley 7 becomes the characteristic shown in (b), thereby preventing the engine from becoming overloaded. −10,000N≧2
In the case of 500 (r, p, m), the engine speed is extremely high, so the variable speed pulley 7 is switched to the low speed side regardless of the operating state of the auxiliary equipment.600 (r
, p, m: l < N (1250 (r, pom: in the range of 1, the engine rotates at a low speed, so the variable speed differential is switched to the high speed side regardless of the operating status of the auxiliary equipment and the engine.・ 1250 [:r, p4m) <N< 2500 [r
, p, m], if the field current of the alternator 3 is above a predetermined value, the electrical load is large;
The variable speed pulley 7 is operated with the characteristic (a), and the alternator 3 is operated at a higher speed. Also, the cooling water temperature is 8
Even when the temperature is 5° C. or higher, the variable speed pulley 7 is operated according to the characteristic (a) to rotate the fan at a higher speed to further cool the engine. Further, when the compressor 5 is in operation, the pressure on the low pressure side of the compressor 5 is high, the pressure sensitive switch 87 is on, and the position of the adjustment lever AL is within the predetermined range R, the AND circuit 91 When the third signal C8 is at the "11 J level," the variable speed pulley 7 is switched to the high speed side.In other words, when maximum cooling is desired and the pressure on the low pressure side of the compressor is above a predetermined value. (engine speed is 1250Cr-p8m)
Even if it is in the high rotation range of 2500 i:r, p-m:l, the variable speed pulley 7 is switched to the high speed side and the compressor is set to 5t.
- The auxiliary equipment including the above are operated at high speed to quickly bring the pressure on the low pressure side of the compressor 5 below a predetermined value. The operating status of the air conditioner is: the compressor is off,
If either the pressure sensitive switch 87 is off or the switch 89 is off, 1250 (r
, p, m] to 2500 Cr-p6m:l, the variable speed pulley 7 is switched to the low speed side. In this way, from 1250 (r, p, m) to 2500C
In the engine speed range of r, 'p-m:l, the switching of the variable speed pulley 7 is finely controlled in consideration of the operating conditions of the air conditioner as described above, which increases the efficiency of the compressor and saves power. can be expected to improve fuel efficiency. In the above embodiment, in order to prevent the electromagnetic clutch 13 from being connected during sudden acceleration of the engine, the acceleration sensor 58, the acceleration determination circuit 100, and the delay timer 101 are provided, so that the electromagnetic clutch 13 is always turned off during rapid acceleration. In addition, it is possible to effectively prevent an overload from being applied to the engine, and the life of the clutch can be significantly extended. Incidentally, it is preferable to connect the electromagnetic clutch 13 when the engine speed is low, and such a control circuit may be provided separately. As such a control circuit, for example, when a connection signal instructing the connection of the electromagnetic clutch 13 is output, the rotational speed at that time is detected, and when the rotational speed reaches a predetermined rotational speed that is lower than the detected specific speed. A device configured to connect the electromagnetic clutch 13 can be provided. In the embodiment shown in FIG.
Although the control unit 69 has been shown as an example in which the control unit 69 is configured using individual parts, the control unit 69 may also be configured to execute a predetermined control program using a microcomputer. A block diagram showing a configuration example of a control unit is shown. Speed sensor 51, water temperature sensor 52, field current sensor 53
, acceleration sensor 58, on/off detector 54, pressure detector 55, and adjustment lever to position detector 56 are the same as those shown in FIGS. 1 and 6, and the speed signal S ! is converted into a speed warning signal vIl by the conversion circuit 106,
The data is converted into digital data by the corresponding A/D converter 107, and is input to the microcomputer 108 as first data D1. The output signals S2+88 from the other sensors 52 and 53 are converted into second data D and third data D in digital format by A/D converters 109 and 110 provided corresponding to each sensor, and are converted into second data D and third data D in a digital format. input into computer 108; on/
Detection signal S4 from off detector 54, low pressure signal S6 from pressure detector 55, detection signal S6 from adjustment lever position detector 56, and output signal Y8 from acceleration sensor 58. Y, is input to the microcomputer 108 as is. A control program is stored in the memory indicated by reference numeral 111, and each data input to the microcomputer 108 is processed based on this control program. The drive circuit 70 operates according to this processing result,
On/off control of the electromagnetic club 13 is performed. FIG. 11 shows a flowchart of the control program stored in memory 111. When the program starts, initialization is first performed (step a), and then input data is read (step b). The data read in step b are ml data D8 indicating the engine speed N, second data D indicating the cooling water temperature, third data D indicating the magnitude of the field current, and each signal s, *Sl #ss It is. After that, step C
600 (r-p-m) < N < 2500 [:
It is determined whether or not r, plm:l, and if the determination result in step C is YES, 600 (r, p, m) (N (1250Cr, pom)
A determination is made as to whether or not. If the determination result in step d is No, that is, 1250 Cr, p-m)≦N≦2500 (r, pl
If m:l, proceed to step e. In step e, it is determined whether or not the field current, I, is greater than or equal to a predetermined value, and if I, □, the process proceeds to step l, and the process of turning on the electromagnetic clutch 13 is executed as described below. be done. If the determination result in step e is No, Stellar ff determines whether the cooling water temperature TN is 85°C or higher. If TN≧85°C, proceed to step l; then proceed to step g. In step g, it is determined whether the electromagnetic clutch for the compressor is on or not based on the level state of the detection signal S4.
Step h1 determines whether the level of is "H" level or not.
It will be held in If the determination result in step h is YES, it is further determined in step h whether or not the level of signal S6 is rHJ, and if the level of S is rHJ, the process proceeds to step l. step g. At least one of the discrimination results in h□ and h is NO.
If so, the process advances to step L, and steps for turning off the electromagnetic clutch 13t are sequentially executed as described later. That is, 1250 Cr-pom:l (N(25001
:r, p, m: In the case of 1, the power generation state based on the field current, the size of the water temperature TN, the on/off state of the compressor, the pressure state of the low pressure level of the compressor, and the position of the temperature control lever. The on/off state of the electromagnetic clutch 13 is determined. On the other hand, N is 600 (r, p-m
) or less or 2500 (r, p, m: 1 or more, the electromagnetic clutch 13
off, N is 600 [: r-p, +n] to 12
50 (between r, p-m:l, the electromagnetic clutch 13 is turned on. This algorithm is exactly the same as the operation performed by the control unit shown in FIG. Next, to explain the operations from step i to step i, it is determined in step 1 whether or not timer 1 has finished counting up to a predetermined elapsed time. Until the timer time has elapsed since then, the next step lic cannot proceed.Therefore, as long as the predetermined timer time of timer 1 has not elapsed, steps b to l are executed. If the determination result in step l is YES, the electromagnetic clutch 13 is turned on in step j.The timer l is configured to set a timer end flag in the initialization of step a. Therefore, when the electromagnetic clutch is switched for the first time after the program starts, the timer operation is not involved.After that, timer 1 is set and started again (step k). Return to step b. When proceeding to Stella ft, it is also determined whether or not the timer time of timer 1 has expired, and the determination result is YE.
Only when S is reached, the electromagnetic clutch 13 is turned off at Stella 7''m, timer 1 is set again, and a start is applied (step k), step L.
The discrimination result is N. In this case, return to step b. As a result, when the electromagnetic clutch 13 is turned on or off, the electromagnetic clutch 13 will not operate until the timer time set by the timer l has elapsed, and therefore the electromagnetic clutch 13 will frequently switch. to prevent the
It is possible to effectively prevent excessive mechanical force from being applied to the rotation system of the device including the variable speed clap 7, and extend the life of the device. When the engine is suddenly accelerated, electromagnetic clutch 1
For the purpose of delaying the connection operation of No. 3, an interrupt program shown in FIG. 11 is further provided. This interrupt program is executed in response to the level of the signal Y1 outputted from the rapid acceleration unit 58 becoming the ground level. In step n of 6D, first, the counter CTR
is returned to zero, and timer 2 is initialized. In step p0, the contents of the counter CTR are incremented by 1, and it is determined whether the level of the signal Y has reached rLJ (step p). If the movable contact 61 is not yet in contact with the fixed contact 63 and therefore the level of the signal Y2 is rHJ, step q K , if! fruit,
A determination is made as to whether the contents of the counter CTR are greater than or equal to a predetermined value A. If the determination result in step q is NO, the process returns to step 0. If, in this way, the level of signal Y2 becomes rLJ
If the value of the counter CTR reaches the predetermined value A before
This will return you to the main program. This is the case when the accelerator pedal is pressed gently), and it is determined that there is no sudden acceleration. If the level of the signal Y reaches the "L" level before the value of the counter CTR reaches AK, the step. In step r, it is determined whether the value of the counter CTR has become B (<A) or not. If CTR) B, it is determined that there is no sudden acceleration and the process returns to the main program. Because the accelerator pedal is pressed rapidly, CTR≦
When B is reached, it is determined that a sudden acceleration operation has been performed in this case. Therefore, proceeding to step S, the electromagnetic club,
It is determined whether the clutch 13 is on or not, and if the electromagnetic clutch 13 is on, the electromagnetic clutch 13 is turned off and the timer 2 is started. (Stella 7'u). Thereafter, in step V, it is monitored whether or not the predetermined timer time of tie i2 has expired, and when the timer time has expired, the process returns to the main program. As a result, the sudden acceleration operation If it is detected that the timer 2 has been executed, the execution of the main program is interrupted for the time i of the timer 2, and the electromagnetic clutch 13 is held in the OFF state during this time, and the timer time elapses. After execution of the main program is restarted, the electromagnetic clutch 13 is controlled.As a result, during sudden acceleration operations, the operation of the electromagnetic clutch 13 is forcibly interrupted for a predetermined period of time, which causes the engine to stop operating. This can prevent the electromagnetic clutch 13 from being operated during sudden acceleration.In the above embodiment, the counter CTR and timer 2 are both configured by a program, but they can also be configured by hardware. Also, if you use hardware to set counter C
By configuring TR and timer 2, the waiting time of the program can be significantly shortened. It should be noted that the values of A and B can be set arbitrarily, and it is easy to understand from the above explanation that based on these values, it is possible to arbitrarily determine the accelerator depression speed to be determined as a sudden acceleration operation. It is understood. According to the present invention, as described above, each auxiliary machine can be driven at an appropriate rotational speed depending on the operating state of the engine and each auxiliary machine, especially the air conditioner, so that each auxiliary machine can be driven efficiently. It has excellent effects such as improved driving performance and significantly improved engine fuel efficiency.

[Brief explanation of drawings]

FIG. 1 is a schematic block diagram showing the configuration of an embodiment of the present invention, FIG. 2 is a sectional view of the variable speed pulley shown in FIG. 1, and FIG.
The figure is a sectional view taken along line A-A in Figure 2, Figure 4 is a configuration diagram showing a specific example of the acceleration sensor in Figure 1, Figures 5(a) and 5(b).
) is the waveform diagram of the output signal of the acceleration sensor shown in Fig. 4, and Fig. 6
The figure shows the circuit diagram of the control unit shown in Figure 1, and the circuit diagram of the control unit shown in Figure 7.
The figure is a characteristic diagram showing the relationship between the engine speed N and the level L8 of the signal indicating the engine speed, FIG. 8 is a characteristic diagram showing the operating characteristics of the pressure-sensitive switch, and FIG. 10 is a block diagram showing the circuit configuration when the control shown in FIG. 1 is constructed using a microcomputer; FIG. 11 is a flowchart showing an example of a control program; Figure 12 is the first
2 is a flowchart of an interrupt program for the control program shown in FIG. DESCRIPTION OF SYMBOLS 1... Engine accessory drive control device, 2... Internal combustion engine, 3... Alternator, 4... Fan, 5...
- Compressor, 6... Oil pump, 7... Variable speed pulley, 12... Output rotating shaft, 13... Electromagnetic clutch, 3a. 4m, 5a, 6m... Input rotation axis, 51... Speed sensor, 52... Water temperature sensor, 53... Field current sensor, 54... On/off detector, 55... Pressure Detector, 56... Adjustment lever position detector, 69... Control unit, Sl... Speed signal, S8... Water temperature signal, S,... Field signal, S4... Detection signal, ”
! yS#y Engineering... Exciting current - Patent applicant: Diesel Kiki Co., Ltd. Agent Patent attorney: Masatoshi Takano Figure 1 Figure 2 Figure 4 - t-J

Claims (1)

[Claims] 1. In an engine accessory drive control device for controlling the drive rotation speed of engine accessories including at least a compressor of an air conditioner, the engine accessory drive control device is provided between the output rotation shaft of the engine and the input rotation shaft of the accessory and responds to an electrical signal. a variable speed pulley capable of switching speed conversion characteristics by changing the speed conversion characteristic; and means for outputting a first signal related to the rotational speed of the engine;
signal generating means for outputting at least a control signal for a magnetic clutch for turning on and off the drive of the compressor and a signal related to the pressure on the low pressure side of the compressor; A selection means for selecting an appropriate speed conversion characteristic of the variable speed pulley in response to an output signal, and a means for outputting an electric signal for switching the characteristics of the variable speed pulley according to the output from the selection means. An engine auxiliary drive control device characterized by comprising: