JPS6046260B2 - Engine-driven generator stop control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a stop control device for an engine-driven generator, and in particular, after the gasoline engine spark plug circuit is disconnected, the valve opening of the carburetor inlet is reduced for a predetermined period of time to reduce engine inertia. The present invention relates to a stop control device for an engine-driven generator that reduces the amount of fuel intake by the engine.

Recently, in order to prevent noise pollution and save energy, various components of engine-driven generators are housed in soundproof cases.
In addition, a system has been proposed in which the engine speed is reduced by an automatic slowing device when there is no load. Along with this, conventional engine-driven generators of this type have been designed to prevent the temperature rise of the generator, fuel tank, battery, etc., which are housed in a soundproof case, compared to open types that are not housed in a soundproof case. In addition, due to the configuration of the generator, a so-called reverse engine engine is used in which the engine cooling air is discharged by a fan after cooling the cylinder head, so in order to increase cooling efficiency, more Requires a larger engine fan. As a result, the moment of inertia increases, and in the case of a device that combines equipment with few sliding parts, such as an engine generator, even if the engine ignition plug circuit is interrupted and the engine is shut down when the generator is not loaded, it will be a minor problem. Rotation does not stop immediately due to heavy load. On the other hand, automatic slowing devices for ordinary small generators always bias the speed control device to the high speed side using a return spring, etc., and when there is no load, the solenoid is biased by an appropriate detection means.
A type of speed control device that forcibly switches the speed control device to a low speed side is often used, and conventional solenoid drive circuits are designed to forcibly switch the speed control device to the low speed side. , the solenoid is configured to be deenergized. Therefore, when the spark plug circuit is disconnected to stop the engine, the solenoid is deenergized and
The speed control device is switched to the high speed side by the return spring. In other words, the engine continues to rotate due to the moment of inertia as described above while the valve opening of the intake port of the engine carburetor continues to increase and then stops, so even though a large amount of fuel is sucked into the cylinder, it is not ignited. As a result, an air-fuel mixture with a concentration far exceeding the ignition concentration is accumulated, resulting in problems such as making restarting difficult.
The present invention has been made in view of the above circumstances, and is an engine-driven generator equipped with a solenoid device in which a speed control device is always biased toward a high speed side and is pulled toward a low speed side against this biasing force when no load is applied. The solenoid device is configured to be capable of energizing the speed control device to position the speed control device at a low speed for a predetermined period of time after the engine spark plug circuit is opened. An object of the present invention is to provide a stop control device for an engine-driven generator that completely stops even when the engine rotates due to inertia after the engine is opened, without increasing the intake amount of fuel, and has excellent restartability. It is something to do.

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a stop control device for an engine-driven generator according to the present invention will be described below with reference to the drawings.

In FIG. 1, 1 is an engine, and 2 is a generator rotationally driven by the engine 1. In FIG. This generator 2 has external terminals 4, 4 connected via cables 3, 3, and it goes without saying that a load (not shown) is connected to these external terminals 4, 4. A reed switch 6 of an automatic speed reduction device 5 is magnetically coupled to one of the cables 3, and the reed switch 6 is closed by the magnetic force generated from the cable 3 depending on a change in external output, that is, the presence or absence of a load. be set up so that Moreover, the engine 1 and the generator 2
Further, it is a matter of course that each device such as the fuel tank 7 and the automatic speed reduction device 5 for controlling the engine 1 is housed in a soundproof case 8 as shown in FIG. The engine 1 uses a reverse engine that introduces cold air into the engine from the cylinder head 1a side and exhausts it from the side of the cooling fan 9 directly connected to the crankshaft, as shown by arrows A-A'' in Fig. 2. A plunger 11 is pivotally attached to the speed control device 10 of the engine 1, and the plunger 11 is attracted by the energization of the solenoid 12, and the speed control device 1
0 is switched to the low speed side and the solenoid 12 is deenergized, the speed control device 10 is switched to the high speed side by the biasing force of the return spring. The automatic slowing device 5 is the third
As shown in the figure, it is composed of an engine speed control device 13 and a stop control device 14.

The engine speed control device 13 has a well-known configuration, and has a starting switch SWl and a reed switch 6 connected between both terminals of the battery B.
, resistor R1, capacitor C1 and diode D1 are connected in series, and the common line 1 is connected to the positive terminal of battery B.
5, the solenoid 12 connected in series with the driving transistor Q1 is inserted, and the transistor Q
1 has a starting switch SWl and a resistor R2 from battery B.
Furthermore, a base current is supplied via the diode D2. The common line 15 is a diode D1
It is connected to the cathode terminal of battery B via. Further, a transistor Q2 is inserted between the anode side of the diode D2 and the common line 15, and the current from the battery B or the discharge current of the capacitor C1 is supplied to the base of the transistor Q2 through dividing resistors R3 and R4. It's getting old. On the other hand, the stop control device 14 according to the present invention includes a diode D3 and a resistor R5 connected in series between the anode line 16 and the common line 15.
and a capacitor C2, and a transistor Q3 which is turned on via dividing resistors R6 and R7 by the current from the battery B or the discharging current of the capacitor C2, and furthermore, when this transistor Q3 is turned on, the current is passed through the resistor R8. Transistor Q is turned on by being supplied with base current.
The emitter of No. 4 is connected to the anode terminal of battery B, and the collector is connected to the anode terminal of battery B.

and the base of the transistor Q1 via a diode D4. A transistor q is inserted between the anode of the diode D4 and the common line 15, and a base current is supplied through dividing resistors RlO and Rll connected between the anode line 16 and the common line 15. It is becoming more and more like this. A so-called flywheel diode D5 is connected in parallel to the solenoid 12 to absorb shock noise caused by its operation. Further, the anode wire 16 is connected to the anode terminal of the battery B via a starting switch SWl. In the automatic speed reduction device configured as described above, first, the starting switch SWl is switched to the a side to start the engine, and after starting, the engine is automatically returned to the b side to continue operation.

In this operating state, a base current is supplied from the battery B to the transistor Q1 through the starting switch SWl and the resistor R2, and further through the diode D2. As a result, the transistor Q1 is turned on and the solenoid 12 is energized. The speed control device 10 is switched and the engine 1 is operated at low speed. At this time, capacitor C2 is diode D
3 and is charged via resistor R5. Furthermore, dividing resistor R6
, R7, the base current is supplied to the transistor Q
3 is turned on, and along with this, transistor Q4 is also turned on.
However, at the same time that the starting switch SWl automatically returns to the b side, a base current is supplied to the transistor 9 via the dividing resistors RIO and Rll and turned on, and as a result, a base current is supplied from the transistor Q4 to the transistor Q1. There isn't. Next, when welding is performed, the reed switch 6 closes due to the magnetic effect of the welding current as described above, and as a result, a base current flows to the transistor Q2 via the reed switch 6, resistor R1, and divided resistors R3 and R4. This turns on the transistor Q2 and thus turns off the transistor Q1. Then, the solenoid 12 is deenergized, the speed control device 10 is returned to its original state by the biasing force of the return spring, and the engine 1 performs high-speed operation, that is, rated operation. At this time, the capacitor C1 is constantly charged via the reed switch 6 and the resistor t/LRl. For example, in the case of a welding generator, when an unexpected arc breaks during welding work or when the welding rod is replaced, the capacitor C1 is charged. , even when the reed switch 6 is opened, the discharge current turns on the transistor Q2, thereby sustaining the off state of the transistor Q1, and deenergizing the solenoid 12 to keep the engine 1 running at high speed for a predetermined period of time. Make it continue. Furthermore, when the welding operation is stopped, the solenoid 12 is energized and the engine 1 is operated at a low speed in the same manner as described above. On the other hand, the starting switch SWl is
When switching to the side to stop driving the engine 1, a discharge current is supplied from the capacitor C2 to the transistor q via the dividing resistors R6 and R7, so that the transistor Q3 continues to be turned on, and as a result, the transistor Q3 continues to be turned on. Q4 also remains on, but transistor Q5 turns off due to the base current being erased.

Therefore, the transistor Q1 is supplied with base current from the battery B through the transistor O1 resistor R9 and the diode D4, so that the transistor Q1 is supplied with the base current from the battery B through the transistor O1 resistor R9 and the diode D4.
Even after the solenoid 12 is stopped, the ON operation continues for a certain period of time, that is, the discharge time determined by the capacitor C2 and the resistors R6 and R7, so that the solenoid 12 is also continuously energized for a certain period of time. In this way, even after the engine 1 has stopped, the solenoid 12 maintains the energized state for a certain period of time, so the speed control device 10 maintains the low speed position only during that period, and accordingly, the throttle valve of the engine 1 also changes its opening degree. Therefore, the amount of mixed gas sucked into the cylinder is limited by the rotation of the crankshaft due to inertia immediately after the engine 1 stops. Incidentally, in the above embodiment, a method was used in which the reed switch 6 of the engine speed control device 13 detects and controls the output current such as the welding current, but the present invention is not limited to this, and for example, the welding voltage may be detected. It is also possible to apply various circuit configurations, such as a control system using

Further, by applying only the solenoid 12, the drive circuit for driving the solenoid 12 such as the transistor Q1, and the stop control device 14 to an engine-driven generator used for various purposes, It is also possible to control the speed controller to maintain it in a low speed position. As described above, according to the stop control device for an engine-driven generator according to the present invention, the speed control device is always biased toward the high speed side, and when there is no load, the solenoid device is pulled toward the low speed side against this biasing force. The engine-driven generator is characterized in that the solenoid device is configured to be able to actuate the solenoid device in order to position the speed control device at a low speed for a predetermined time after the engine spark plug circuit is opened. from,
The amount of mixed gas introduced into the cylinder can be reduced by the rotation of the crankshaft due to inertia immediately after the engine is stopped, so that the mixed gas is introduced into the cylinder at a predetermined concentration or higher, and the after-effects are removed when the engine is started next time. This effectively prevents engine malfunctions such as difficulty in starting the engine due to fire or failure to ignite.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an example of an engine-driven generator equipped with a stop control device according to the present invention, FIGS. The figure is a circuit diagram of the automatic slowing device with a stop control device. 1... Engine, 1a... Cylinder head, 2... Generator, 3... Cable, 4...
...External terminal,)5...Automatic slowing device,
6... Reed switch, 7... Fuel tank, 8... Soundproof case, 9... Cooling fan, 10... Speed control device, 11...
・Plunger, 12... Solenoid, 13...
...Engine speed control device, 14...Stop control device, 15...Common line, 16...Anode line, B...Battery, SWl... ...Start switch, Q1-Q5...Transistor, Cl9C
2゜゛゜゜゛゜capacitor, R1~Rll゛゜0゜゛resistor, D1~D5...diode.

Claims (1)

[Claims] 1. In an engine-driven generator equipped with a solenoid device in which the speed control device is always biased to the high speed side and is pulled to the low speed side against this biasing force when there is no load, A stop control device for an engine-driven generator, characterized in that a solenoid device is configured to be able to actuate a solenoid device so as to time the speed control device at a low speed.