Abstrict
An alternator power supplied electric heater is Where the resistence
of a resistive heater element 3, consumed power and amount of consumed
power are calculated from noncontrolled characteristics of an alternator
2, and supply of power to the resistive heater element 3 is controlled
based on water temperature of engine WT to heat catalyst 11b to
a predetermined temperature.
Claims
What is claimed is:
1. An alternator power supplied electric heater comprising:
an alternator mounted on a vehicle for supplying electric power
to a battery and a vehicle mounted load,
storage means for storing non-controlled characteristics of said
alternator,
a resistive heating element for electrically heating an object
to be heated,
voltage detection means for detecting the voltage of said resistive
heating element,
change-over means for changing operation state between a first
state where an output of said alternator is connected to the battery
and the vehicle mounted load, and a second state where said output
of said alternator is connected to said resistive heating element,
number of rotation detection means for detecting the number of
engine rotations,
calculation means for determining, in said second state, consumed
power of said resistive heating element from the voltage of said
resistive heating element, the number of engine rotations, and the
non-controlled characteristics of said alternator, and
control means for controlling, in said second state, supply of
power to said resistive heating element based on the consumed power
determined by said calculation means so that said object to be heated
is heated to a predetermined temperature.
2. The alternator power supplied electric heater as set forth in
claim 1, wherein said object to be heated is a catalyst.
3. The alternator power supplied electric heater as set forth in
claim 1, wherein said calculation means calculates resistance of
said resistive heating element based on the non-controlled characteristics
of said alternator and the voltage of said resistive heating element,
and determines that said resistive heating element is defective
when said resistance exceeds a preset range.
4. The alternator power supplied electric heater as set forth in
claim 3, wherein, when said resistive heating element is determined
to be defective, said change-over means changes over said alternator
from said second state to said first state.
5. The alternator power supplied electric heater as set forth in
claim 3, further comprising warning means for warning a driver of
a defect in said resistive heating element when said resistive heating
element is determined to be defective.
6. The alternator power supplied electric heater as set forth in
claim 1, wherein said control means sets, in said second state,
a target amount of power which is consumed until said object to
be heated reaches said predetermined temperature by said resistive
heating element, and stops heating of said resistive heating element
by said alternator when the amount of power consumed by said resistive
heating element exceeds said target amount of power.
7. An alternator power supplied electric heater comprising:
an alternator mounted on a vehicle which supplies electric power
to a battery and a vehicle mounted load,
storage means for storing non-controlled characteristics of said
alternator,
a resistive heating element for electrically heating an object
to be heated, a temperature of said object being estimated based
on vehicle information,
voltage detection means for detecting the voltage of said resistive
heating element,
change-over means for changing operating state between a first
state where an output of said alternator is connected to the battery
and the vehicle mounted load, and a second state where the output
of said alternator is connected to said resistive heating element,
number of rotation detection means for detecting the number of
engine rotations,
vehicle information detection means for detecting said vehicle
information,
calculation means for calculating, in said second state, consumed
power of said resistive heating element from the voltage of said
resistive heating element, the number of engine rotations, and the
non-controlled characteristics of said alternator, and
control means for controlling, in said second state, supply of
power to said resistive heating element based on the consumed power
calculated by said calculation means so that said object to be heated
is heated to a predetermined temperature.
8. The alternator power supplied electric heater as set forth in
claim 2, wherein said vehicle information is water temperature of
the engine.
9. An alternator power supplied electric heater comprising:
an alternator mounted on a vehicle which supplies electric power
to a battery and a vehicle mounted load,
storage means for storing non-controlled characteristics of said
alternator,
a resistive heating element for electrically heating an object
to be heated, a temperature of said object being estimated based
on vehicle information,
voltage detection means for detecting the voltage of said resistive
heating element,
change-over means for changing operating state between a first
state where an output of said alternator is connected to the battery
and the vehicle mounted load, and a second state where the output
of said alternator is connected to said resistive heating element,
number of rotation detection means for detecting the number of
engine rotations,
vehicle information detection means for detecting said vehicle
information,
calculation means for calculating, in said second state, consumed
power of said resistive heating element from the voltage of said
resistive heating element, the number of engine rotations, and the
non-controlled characteristics of said alternator, and
control means for controlling, in said second state, supply of
power to said resistive heating element based on the consumed power
calculated by said calculation means so that said object to be heated
is heated to a predetermined temperature;
wherein, in said second state, said control means sets a target
time based on said vehicle information, a target power being calculated
from the amount of power with which said resistive heating element
reaches said predetermined temperature in said target time, the
number of engine rotations being controlled so that the consumed
power of said resistive heating element is said target power.
10. The alternator power supplied electric heater as set forth
in claim 9, wherein said target time is adjusted in accordance with
a voltage of said battery.
11. The alternator power supplied electric heater as set forth
in claim 9, wherein said control means stops heating of said resistive
heating element after said target time expires, and said change-over
means changes over said alternator to said first state.
Description BACKGROUND OF THE INVENTION
1. Field of the Invention
The invention relates to an alternator power supplied electric
heater, and, more particularly, to an alternator power supplied
electric heater which electrically isolates an alternator and a
battery, connects the alternator and a resistive heater element
in series to supply electric power to the resistive heater at a
high voltage, and electrically heats an object to be heated such
as catalyst a in a short period of time.
2. Description of the Prior Art
Japanese Patent Application Publication No. 61-33735 has been known
as an alternator power supplied electric heater which supplies electric
power to a resistive heater element at a high voltage to heat an
object to be heated such as window glass. This connects a switch
device between the alternator, and a battery and the resistive heater
element, and obtains the high voltage for the resistive heater element
and a low voltage for the battery by opening and closing the switch
device.
FIG. 5 is a circuit diagram of such conventional alternator power
supplied electric heater. As shown in the figure, the conventional
alternator power supplied electric heater comprises a battery 1,
an alternator 2 containing a field coil 2a, a rectifying device
2b and a rotor 2c, a resistive heater element 3, a switch 4 electrically
connecting the resistive heater element 3 and the alternator 2,
switches 5a and 5b electrically connecting the battery 1 and the
alternator 2, a regulator 6 for regulating charging voltage of the
alternator, a control circuit 7 for opening and closing the switches
5a and 5b, a switch 8 issuing an opening/closing instruction to
the control circuit 7, an ignition switch 9, a charge warning indicator
10 and window glass 11a being heated by the resistive heating element
3.
Now, the operation is described. When the switch 8 is closed after
the switch 4 is manually closed to heat the window glass 11a, the
control circuit 7 operates to open the switches 5a and 5b. At that
moment, the regulator 6 enters non-controlled state. Thus, the resistive
heater element 3 is connected to the alternator 2 in series. The
power of the alternator 2 is determined by the number of engine
rotations and the resistance value of the resistive heater element,
and entirely consumed by the resistive heater element 3. In addition,
the resistive heater element 3 and the alternator 2 are connected
for a predetermined period of time set by a timer circuit (not shown)
in the control circuit 7.
SUMMARY OF THE INVENTION
In the conventional device as described above, because the interval
when the resistive heater element is heated is set at a fixed value
by the timer circuit in the control circuit 7, when the resistive
heater element changes due to deterioration, high temperature, short-circuiting,
or broken wire, or when the number of engine rotations Ne changes,
the resistive heater element is not heated to an expected temperature
so that the purpose of the high voltage resistive heater cannot
be attained, or it is overheated so that the window glass 11a which
is the object to be heated is caused to be deformed, deteriorated
or broken.
In addition, because the resistive heater element 3 is connected
to the alternator 2 for a fixed period of time regardless of the
state of the battery 1, when the charging rate of the battery 1
is low, discharge is continued for a prolonged duration so that
the battery 1 tends to be easily deteriorated.
Furthermore, prior art is also known in which the temperature of
the object to be heated is measured by using a temperature sensor,
and control is performed in accordance with the temperature. However,
a sensor measuring high temperature is expensive so that measuring
the object to be heated with the temperature sensor is expensive.
Furthermore, because the resistance value of the resistive heater
element 3 cannot be measured by the conventional arrangement, failure
of the resistive heater element cannot be determined so that there
is such disadvantage that such failed state cannot be informed to
a driver.
The invention is intended to solve such conventional problems,
and to provide an alternator power supplied electric heater which
can perform optimum heating at a low cost without using an expensive
sensor such as a high temperature sensor. It also intended to provide
an alternator power supplied electric heater which can determine
failure of the resistive heater element and notify a driver of such
failure. It is further intended to provide an alternator power supplied
heater which can perform optimum heating even if the resistance
value of the resistive heater element or the number of engine rotations
changes.
According to one aspect of the invention, there is provided an
alternator power supplied electric heater comprising an alternator
mounted on a vehicle for supplying electric power to a battery or
a vehicle mounted load, storage means for storing non-controlled
characteristics of the alternator, a resistive heater element for
electrically heating an object to be heated, voltage detection means
for detecting the voltage of the resistive heater element, change-over
means for changing over between a first state where the output of
the alternator is connected to the battery and the vehicle mounted
load, and a second state where the output of the alternator is connected
to the resistive heating element In addition, the device number
of rotation detection means for detecting the number of engine rotations
that includes a, calculation means for determining, in the second
state, consumed power of the resistive heater element from the voltage
of the resistive heater element, the number of engine rotations,
and the non-controlled characteristics of the alternator by causing
the alternator to generate the power in the non-controlled state,
and control means for controlling, in the second state, supply of
the power to the resistive heater element based on the consumed
power found by the calculation means so that the object to be heated
is at a predetermined temperature. The calculation means calculates
the consumed power of the resistive heater element from the voltage
of the resistive heater element, the number of engine rotations
and the non-controlled characteristics of the alternator, and the
control means controls the supply of power to the resistive heater
element so that the object to be heated is at the predetermined
temperature.
According to another aspect of the invention, there is provided
an alternator power supplied electric heater comprising an alternator
mounted on a vehicle which supplies electric power to a battery
or a vehicle mounted load, storage means for storing non-controlled
characteristics of the alternator, a resistive heater element for
electrically heating an object to be heated, the temperature of
which can be estimated based on vehicle information, voltage detection
means for detecting the voltage of the resistive heating element,
change-over means for changing over between a first state where
the output of the alternator is connected to the battery and the
vehicle mounted load, and a second state where the output of the
alternator is connected to the resistive heating element. In addition,
the device includes number of rotation detection means for detecting
the number of engine rotation, vehicle information detection means
for detecting the vehicle information, calculation means for finding,
in the second state, consumed power of the resistive heater element
from the voltage of the resistive heater element, the number of
engine rotations, and the non-controlled characteristics of the
alternator by causing the alternator to generate the power in the
non-controlled state, and control means for controlling, in the
second state, supply of the power to the resistive heater element
based on the consumed power found by the vehicle information and
the calculation means so that the object to be heated is at a predetermined
temperature. The calculation means calculates the consumed power
the resistive heater element from the voltage of the resistive heater
element, the number of engine rotations, and the non-controlled
characteristics of the alternator, and the control means controls
the supply of power to the resistive heater element based on the
consumed power and the vehicle information so that the object to
be heated is at the predetermined temperature.
In a preferred form of the invention, there is provided an alternator
power supplied electric heater wherein the vehicle information is
water temperature of the engine. The vehicle information is water
temperature of the engine.
In another preferred form of the invention, there is provided an
alternator power supplied electric heater wherein the object to
be heated is a catalyst.
In a further preferred form of the invention, there is provided
an alternator power supplied electric heater wherein the calculation
means calculates resistance of the resistive heater element based
on the non-controlled characteristics of the alternator and the
voltage of the resistive heater element, and determines that the
resistive heater element is failed if the resistance exceeds a predetermined
range. According to this arrangement, the resistive heater element
is determined to be failed if the resistance of the resistive heater
element exceeds a predetermined range.
In a further preferred form of the invention, there is provided
an alternator power supplied electric heater wherein, when the resistive
heater element is determined to be failed, the change-over means
changes over the alternator from the second state to the first state
to control the alternator to. the generation amount corresponding
to the battery. According to this arrangement, heating of the resistive
heater element is stopped when it is determined to be failed.
In a further preferred form of the invention, there is provided
an alternator power supplied electric heater wherein, when the resistive
heater element is determined to be failed, warning means to warm
the driver of the failure.
In a further preferred form of the invention, there is provided
an alternator power supplied electric heater wherein, in the second
state, the control means sets a target time based on the vehicle
information, target power being calculated from the amount of power
with which the resistive heater element reaches a target temperature
in the target time, the number of engine rotations being controlled
so that the consumed power of the resistive heater element is the
target power. The device to be heated is at the predetermined temperature
in the target time.
In a further preferred form of the invention, there is provided
an alternator power supplied electric heater wherein the target
time is corrected by the battery voltage. With this arrangement,
it is possible to prevent the charging ratio of the battery from
being lowered by correcting the target time with the battery voltage.
In a further preferred form of the invention, there is provided
an alternator power supplied electric heater wherein the control
means stops heating of the resistive heater element after the target
time expires, and the change-over means changes over the alternator
to the first state. The alternator can be automatically changed
over to the first state after the target time expires, and, since
then, the battery is charged.
In a further preferred form of the invention, there is provided
an alternator power supplied electric heater wherein the control
means sets, in the second state, a target amount of power which
is consumed until the object to be heated reaches a predetermined
temperature by the resistive heater element, and stops heating of
the resistive heating element by the alternator when the amount
of power consumed by the resistive heater element exceeds the target
amount of power. According to this arrangement, since the control
means controls the consumed power to match the target amount of
power, the object to be heated can be heated to a predetermined
temperature even if the number of engine rotations and the resistance
of the resistive heater element vary.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a circuit diagram showing Embodiment 1 of the invention.
FIG. 2 is a characteristic diagram showing an example of non-controlled
characteristics of alternators according to Embodiments 1 and 2
of the invention.
FIG. 3 is a flowchart showing the operation of Embodiment 1 of
the invention.
FIG. 4 is a flowchart showing the operation of Embodiment 2 of
the invention.
FIG. 5 is a circuit diagram showing a conventional device.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Embodiment 1
Now, embodiments of the invention will be explained according to
the drawings. FIG. 1 is a circuit diagram showing Embodiment 1 of
the invention. As shown in FIG. 1, the alternator power supplied
electric heater of this embodiment comprises a battery 1, an alternator
2, a resistive heater element 3, an ignition switch 9, catalyst
11b which is an object to be heated by the resistive heater element
3, a relay 12 for changing over between a first state for connecting
the alternator 2 to the battery 1 and a vehicle mounted load (not
shown) and a second state for electrically connecting the alternator
2 to the resistive heater element 3, a number of engine rotations
regulating device 13 for regulating the number of engine rotations,
and a warning device 14.
A computer 104 as an electronic device comprises an input device
100 to which vehicle information is input, a calculation device
101 for calculating information from the input device, a storage
device for storing the information from the calculation device and
the input device 102, and a control device 103 for controlling each
device according to the result of calculation by the calculation
device.
Then, used as the vehicle information are battery voltage Vb 20,
voltage of the resistive heater element Ve 21, number of engine
rotations Ne 22, and water temperature of the engine WT 23.
FIG. 2 is illustrates characteristics of the alternator 2 (output
characteristics when current corresponding to the voltage of a field
coil 2a flows as a power transistor (not shown) for driving the
field coil of the alternator 2 is forced to turn on) the axis of
abscissa of which represents output voltage (corresponding to voltage
of the resistive heater element Ve 21), and the axis of ordinate
of which represents output power (corresponding to the consumed
power W of resistive heater element 3). Each graph uses the number
of engine rotations Ne 22 as a parameter. At the moment, the load
connected to the alternator 2 is only the resistive heater element
3 so that a relationship described later is established.
If it is assumed, for example, that the voltage Ve 21 of the resistive
heater element 3 which was measured is 50 V, and the number of engine
rotation Ne22 is 5,000 rpm, the output power (consumed power W)
is 4 kW so that the resistance RL of the resistive heater element
3 is as follows according to the Ohm's law:
RL=Ve.sup.2 /W=0.625 .OMEGA.
Since temperature rise .DELTA.t of the catalyst 11b can be represented
as a function of the characteristic value K of the object to be
heated (such as mass M) and the consumed power .SIGMA.W as follows:
.DELTA.t=Kf(.SIGMA.W),
the current temperature t of catalyst can be estimated by the following
equation from the consumed power .SIGMA.W and the water temperature
Wt the of engine from which the initial value of catalyst ts is
estimated
t=ts+.DELTA.t.
FIG. 3 is a flowchart illustrating the operation of Embodiment
1. The operation of Embodiment 1 is described by using FIG. 3. In
the alternator power supplied electric heater arranged as above,
when the ignition switch 9 is turned on in step S1, the computer
104 starts to run. In step S2, initial temperature of the catalyst
11b is estimated by the water temperature of the engine WT 23, a
candidate for the target time is established for supplying electric
power by making the resistive heater element 3 conductive, and a
final target time Ta is determined by correcting the target time
in accordance with the battery voltage Vb 20.
Here, if the water temperature of the engine WT 23 is, for example,
20.degree. C., the target time as the candidate is set to a time
from 20 seconds to 40 seconds. Then, when the release voltage of
the battery voltage Vb 20 is 12.5 V, the battery is determined to
be fully charged, and the target time is used as the final target
time as is. When the release voltage of the battery voltage Vb 20
is 11.5 V which is 20% of charged state, correction is made to reduce
the established target time by about 50%, and that value is used
as the final target time Ta.
Thus, the charging ratio of the battery can be prevented from being
significantly lowered and deteriorated by correcting the target
time in accordance with the battery voltage (charged state of the
battery).
Then, in step S3, a target amount of power .SIGMA.W and a target
power Wa required to raise the temperature of the catalyst 11b to
a target predetermined temperature in the target time Ta are calculated
from the target time Ta determined in step S2.
In step S4, the alternator 2 is prevented from generating power
by the control device. In step S5, the control device controls the
relay 12 to attain the second state where the alternator 2 is electrically
connected to the resistive heater element 3.
Here, the engine is rotated by a starter (both not shown), and
started to rotate by injection of fuel and ignition. At the moment,
in step S6, determination is made whether the battery voltage Vb
20 returns from a state where the voltage is dropped because of
driving of the starter (6-8 V) to a state where driving of the starter
completes and the voltage Vb 20 is recovered (10-12 V), and whether
the number of engine rotations 22 is higher than a predetermined
engine stall rotation. The process proceeds to step S7 if the determination
is affirmative, or repeats step S6 if negative.
Then, in step S7, the alternator 2 is caused to start the non-controlled
power supply. At the moment, gradual excitation may be employed
not to apply load on the engine. In step S8, the resistance RL of
the resistive heater element 3, the consumed power W, and the amount
of consumed power .SIGMA.W are calculated from the non-controlled
characteristics of the alternator 2 shown in FIG. 2.
In step S9, it is determined whether the resistance RL of the resistive
heater element 3 is within a predetermined range Ra-Rb. If the resistance
RL of the resistive heater element 3 is within the range, the process
proceeds to step S10, and if not, the process determines that the
resistive heater element 3 is failed, and proceeds to step S12.
In step S10, the time T from the start of non-controlled supply
to the alternator 2 in step S7 is compared with the target time
Ta. If T.ltoreq.Ta, the process proceeds to step S11. Otherwise,
the process proceeds to step S13.
In step S11, the consumed power W is compared with the target power
Wa. If W=Wa, the process returns to step S8. Otherwise, the process
proceeds to step S16. In step S12, the driver is warned, and the
process proceeds to step S13.
In step S13, the generation by the alternator is stopped. In step
S14, the relay 12 is controlled to attain the first state where
the alternator 2 is electrically connected to the battery 1. Then,
in step S15, the alternator 2 resumes the normal generation state
(for example, a state where the alternator 2 is controlled to make
the battery voltage Vb2O to 14 V).
If W 32 Wa is not attained in step S11, in step S16, the number
of engine rotation is regulated to become higher if W<Wa, and
to become lower if W>Wa.
Embodiment 1 has been described for a case where the water temperature
of the engine is used as the vehicle information, and the object
to be heated is the catalyst, the invention is not limited to such
embodiment, but may employ a detection signal from an existing temperature
sensor provided for detecting temperature other than the water temperature
of the engine (for example, an intake air temperature sensor), and
uses it for estimating initial temperature of the object to be heated
such as the catalyst. In addition, the object to be heated may be
room temperature or window glass in addition to the catalyst.
Moreover, the vehicle information is not necessarily used if the
object to be heated is one such as the window glass which is sufficient
to be heated to a temperature roughly to remove frost.
Furthermore, since the resistance of the resistive heater element
is found according to the invention, if there is a certain relationship
between the resistance and its temperature, temperature of the resistive
heater element can also be estimated, and the temperature of the
object to be heated is controlled in accordance with by the estimated
value.
Embodiment 2
Now, Embodiment 2 of the invention is described. The basic arrangement
of Embodiment 2 is same as that shown in FIG. 1. FIG. 4 is a flowchart
illustrating the operation of Embodiment 2. In FIG. 4, only different
steps are described.
First, in step S1, the computer starts to run. Then, in step S17,
a target amount of power with which the object to be heated reaches
a target temperature at the water temperature of the engine WT 23
is established as a candidate. This value is corrected by the water
temperature of the engine WT 23 as the vehicle information to obtain
a final amount of power .SIGMA.Wa. Then, the process proceeds to
step S4 also described for Embodiment 1.
In addition, in step S9, if the resistance RL of the resistive
heater element 3 is determined to be within a predetermined range
Ra-Rb, the process proceeds to step S18. In step S18, the consumed
power .SIGMA.W is compared with the target amount of power .SIGMA.Wa.
The process returns to step S8 if .SIGMA.W.ltoreq..SIGMA.Wa, and
proceeds to step S13 if .SIGMA.W>.SIGMA.Wa.
In the above, while Embodiment 2 has been described, here, it is
the same as described for Embodiment 1 in that the water temperature
of engine is not necessarily used as the vehicle information.
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