Disclosed is an alternator overvoltage protection circuit having a TRIAC and a MOSFET. The TRIAC is electrically connected to the MOSFET and the TRIAC is electrically connected to a magneto. The TRIAC is configured to ground the magneto when triggered by the MOSFET. The MOSFET is electrically connec
Disclosed is an alternator overvoltage protection circuit having a TRIAC and a MOSFET. The TRIAC is electrically connected to the MOSFET and the TRIAC is electrically connected to a magneto. The TRIAC is configured to ground the magneto when triggered by the MOSFET. The MOSFET is electrically connected to an alternator and configured to conduct when the alternator operates in an overvoltage condition. Also disclosed is a method of alternator overvoltage protection for a piece of outdoor power equipment, the method including providing a TRIAC and an alternator rotated by an engine having a magneto, wherein the alternator outputs a voltage when rotated by the engine. The method further includes configuring the TRIAC to ground the magneto when the alternator operates in an overvoltage condition, thereby disabling the magneto, which stops the rotation of the engine and stops the alternator from outputting voltage.
대표청구항▼
1. An alternator overvoltage protection circuit comprising: a conditioner section, a trigger section, a drive section, and a disable section;said conditioner section is connectable to an alternator rotated by an engine, and said disable section is connectable to a load; said trigger section is locat
1. An alternator overvoltage protection circuit comprising: a conditioner section, a trigger section, a drive section, and a disable section;said conditioner section is connectable to an alternator rotated by an engine, and said disable section is connectable to a load; said trigger section is located between and electrically connected to said conditioner section and said drive section; said drive section is located between and electrically connected to said trigger section and said disable section; said load is a magneto connected to and configured to supply spark to said engine;said conditioner section is configured to condition voltage output received from said alternator, and output said conditioned voltage to said trigger section;said trigger section is configured to receive said conditioned voltage from said conditioner section; said trigger section is further configured to output current to said drive section when said alternator output voltage exceeds an alternator overvoltage threshold, wherein said trigger section does not output current to said drive section when said alternator output voltage does not exceed said alternator overvoltage threshold;said drive section is configured to activate said disable section when said drive section receives current from said trigger section; andsaid disable section is configured to divert at least a portion of current away from said magneto to a ground of said alternator overvoltage protection circuit through a low impedance path when said disable section is activated, thereby removing spark from and disabling said engine. 2. The alternator overvoltage protection circuit of claim 1, wherein said disable section comprises a disable TRIAC having a main terminal 1 (MT1) connected to said magneto and a main terminal 2 (MT2) connected to said ground, wherein said disable TRIAC is configured to conduct when said disable section is activated, thereby creating a first current path between said magneto at said MT1 and said ground at said MT2. 3. The alternator overvoltage protection circuit of claim 2, wherein said disable TRIAC is configured to trigger and conduct in quadrant 3. 4. The alternator overvoltage protection circuit of claim 3, wherein said drive section activates said disable section by creating a low impedance path through said drive section between said magneto and said ground, said low impedance path between said magneto and said ground creates a second current path and a third current path; said third current path uses a portion of current provided by said magneto to produce a voltage at a gate of said disable TRIAC, said second current path removes current from said gate of said disable TRIAC, thereby causing disable TRIAC to conduct, wherein said voltage produced at said gate of said disable TRIAC and said current removed from said gate of said disable TRIAC are sufficient for said disable TRIAC to trigger and conduct in quadrant 3. 5. The alternator overvoltage protection circuit of claim 4, wherein said low impedance path created by said drive section is comprised of a drive MOSFET; said drive MOSFET is configured to transition from a high impedance state to a low impedance state when said trigger section provides current to said drive section;wherein said current provided from said trigger section to said drive section flows through a drive voltage divider in said drive section, which produces a voltage at a gate of said drive MOSFET sufficient for the path between a drain and a source of said drive MOSFET to transition from high impedance state to a low impedance state. 6. The alternator overvoltage protection circuit of claim 5, wherein said drive voltage divider is configured to charge a drive capacitor of said drive section, wherein said drive capacitor is connected to said gate of said drive MOSFET and contains sufficient charge to maintain said drive MOSFET in said low impedance state for a few seconds after said engine stops rotating. 7. The alternator overvoltage protection circuit of claim 5, wherein said trigger section is comprised of a trigger transistor configured to receive current from said alternator through said conditioner section, said trigger transistor is further configured to provide current to said drive voltage divider when said alternator output voltage exceeds said alternator overvoltage threshold. 8. The alternator overvoltage protection circuit of claim 1, wherein said alternator overvoltage threshold is about 15 VDC, about 18.65 VDC, or about 20 VDC. 9. The alternator overvoltage protection circuit of claim 1, wherein said conditioner section is comprised of a conditioner diode, a conditioner resistor, a conditioner zener diode, and a conditioner capacitor; an anode of said conditioner diode receives said voltage output from said alternator; a first end of said conditioner resistor is connected to a cathode of said conditioner diode and a second end of said conditioner resistor is connected to said trigger section, said conditioner zener diode and said conditioner capacitor are connected in parallel, a cathode of said conditioner zener diode and an anode of said conditioner capacitor are connected to said second end of said conditioner resistor; an anode of said conditioner zener diode and a cathode of said conditioner capacitor are connected to said ground; said trigger section is comprised of a trigger zener diode, a trigger capacitor, a trigger resistor, and a trigger transistor; a cathode of said trigger zener diode and a collector of said trigger transistor are connected to a second end of said conditioner resistor, said cathode of said conditioner zener diode, and said anode of said conditioner capacitor; an anode of said trigger zener diode, a first end of said trigger resistor and an anode of said trigger capacitor are connected; a cathode of said trigger capacitor is connected to said ground; a second end of said trigger resistor is connected to a base of said trigger transistor; an emitter of said trigger transistor is connected to said drive section;said drive section is comprised of a first drive resistor, a second drive resistor, a third drive resistor, a drive capacitor, a drive diode, and a drive MOSFET; a first end of said second drive resistor receives current from said emitter of said trigger transistor; a second end of said third drive resistor is connected to said ground; a second end of said second drive resistor and a first end of said third drive resistor are connected; said second drive resistor and said third drive resistor comprise a drive voltage divider between said emitter of said trigger transistor and said ground; an anode of said drive capacitor is connected to said second end of said second drive resistor, said first end of said third drive resistor, and a gate of said drive MOSFET; a source of said drive MOSFET is connected to said ground and a drain of said drive MOSFET is connected to a cathode of said drive diode; an anode of drive diode is connected to a second end of said first drive resistor, and a first end of said first drive resistor is connected to said disable section; andsaid disable section is comprised of a disable resistor, a disable capacitor, and a disable TRIAC; a second end of said disable resistor, a cathode of said disable capacitor, and a gate of said disable TRIAC are connected to said first end of said first drive resistor; a first end of said disable resistor, an anode of said disable capacitor, and a main terminal 1 (MT1) of said disable TRIAC are connectable to said magneto; a main terminal 2 (MT2) of said disable TRIAC is connected to said ground. 10. An alternator over voltage protection circuit comprising: a conditioner section, a trigger section, a drive section, and a disable section;said conditioner section is connectable to an alternator rotated by an engine, and said disable section is connectable to a load; said trigger section is located between and electrically connected to said conditioner section and said drive section; said drive section is located between and electrically connected to said trigger section and said disable section; said load is a coil of an engine component, wherein removal of power from said coil is configured to disable said engine;said alternator is configured to provide power to said coil through a disable resistive element of said disable section, wherein a second end of said disable resistive element is connected to a first end of said coil;said conditioner section is configured to condition voltage output received from said alternator, and output said conditioned voltage to said trigger section;said trigger section is configured to receive said conditioned voltage from said conditioner section; said trigger section is further configured to output current to said drive section when said alternator output voltage exceeds an alternator overvoltage threshold, wherein said trigger section does not output current to said drive section when said alternator output voltage does not exceed said alternator overvoltage threshold;said drive section is configured to activate said disable section when said drive section receives current from said trigger section; andsaid disable section is configured to divert at least a portion of current away from said coil to a ground of said alternator overvoltage protection circuit through a low impedance path when said disable section is activated, thereby disabling said engine. 11. The alternator overvoltage protection circuit of claim 10, wherein said disable section comprises a disable TRIAC having a main terminal 1 (MT1) connected to said second end of said disable resistive element and a main terminal 2 (MT2) connected to said ground, wherein said disable TRIAC is configured to conduct when said disable section is activated, thereby creating a first current path between said second end of said disable resistive element at said MT1 and said ground at said MT2. 12. The alternator overvoltage protection circuit of claim 11, wherein said disable TRIAC is configured to trigger and conduct in quadrant 3. 13. The alternator overvoltage protection circuit of claim 11, wherein said drive section activates said disable section by creating a low impedance path through said drive section between said second end of said disable resistive element and said ground, said low impedance path between said second end of said disable resistive element and said ground creates a second current path and a third current path; said third current path uses a portion of current provided by said disable resistive element to produce a voltage at a gate of said disable TRIAC, said second current path removes current from said gate of said disable TRIAC, thereby causing disable TRIAC to conduct, wherein said voltage produced at said gate of said disable TRIAC and said current removed from said gate of said disable TRIAC are sufficient for said disable TRIAC to trigger and conduct in quadrant 3. 14. The alternator overvoltage protection circuit of claim 13, wherein said low impedance path created by said drive section is comprised of a drive MOSFET; said drive MOSFET is configured to transition from a high impedance state to a low impedance state when said trigger section provides current to said drive section; wherein said current provided from said trigger section to said drive section flows through a drive voltage divider in said drive section, which produces a voltage at a gate of said drive MOSFET sufficient for the path between a drain and a source of said drive MOSFET to transition from high impedance state to a low impedance state. 15. The alternator overvoltage protection circuit of claim 14, wherein said drive voltage divider is configured to charge a drive capacitor of said drive section, wherein said drive capacitor is connected to said gate of said drive MOSFET and contains sufficient charge to maintain said drive MOSFET in said low impedance state for a few seconds after said engine stops rotating. 16. The alternator overvoltage protection circuit of claim 14, wherein said trigger section is comprised of a trigger transistor configured to receive current from said alternator through said conditioner section, said trigger transistor is further configured to provide current to said drive voltage divider when said alternator output voltage exceeds said alternator overvoltage threshold. 17. The alternator overvoltage protection circuit of claim 10, wherein said alternator overvoltage threshold is about 15 VDC, about 18.65 VDC, or about 20 VDC. 18. The alternator overvoltage protection circuit of claim 10, wherein said disable resistive element is comprised of a fuse with a current flow rating less than that of the amount of current flowing through said low impedance path when said disable section is activated, wherein said fuse of said resistive element is configured blow when said current flows through said low impedance path upon the activation of said disable section, thereby removing power from said coil and disabling said engine. 19. The alternator overvoltage protection circuit of claim 10, wherein said disable resistive element is comprised of a resistor having a resistance value such that said coil drops out, due to the flow of current through said low impedance path, when said disable section is activated, wherein the dropping out of said coil disables said engine. 20. The alternator overvoltage protection circuit of claim 10, wherein said coil is a fuel solenoid coil, air intake valve coil and/or a fuel pump relay coil. 21. The alternator overvoltage protection circuit of claim 10, wherein said conditioner section is comprised of a conditioner diode, a conditioner resistor, a conditioner zener diode, and a conditioner capacitor; an anode of said conditioner diode receives said voltage output from said alternator; a first end of said conditioner resistor is connected to a cathode of said conditioner diode and a second end of said conditioner resistor is connected to said trigger section, said conditioner zener diode and said conditioner capacitor are connected in parallel, a cathode of said conditioner zener diode and an anode of said conditioner capacitor are connected to said second end of said conditioner resistor; an anode of conditioner zener diode and a cathode of conditioner capacitor are connected to said ground; said trigger section is comprised of a trigger zener diode, a trigger capacitor, a trigger resistor, and a trigger transistor; a cathode of said trigger zener diode and a collector of said trigger transistor are connected to a second end of said conditioner resistor, said cathode of said conditioner zener diode, and an anode of said conditioner capacitor; an anode of said trigger zener diode, a first end of said trigger resistor and an anode of said trigger capacitor are connected; a cathode of said trigger capacitor is connected to said ground; a second end of said trigger resistor is connected to a base of said trigger transistor; an emitter of said trigger transistor is connected to said drive section;said drive section is comprised of a first drive resistor, a second drive resistor, a third drive resistor, a drive capacitor, a drive diode, and a drive MOSFET; a first end of said second drive resistor receives current from said emitter of said trigger transistor; a second end of said third drive resistor is connected to said ground; a second end of said second drive resistor and a first end of said third drive resistor are connected; said second drive resistor and said third drive resistor comprise a drive voltage divider between said emitter of said trigger transistor and said ground; an anode of said drive capacitor is connected to said second end of said second drive resistor, said first end of said third drive resistor, and a gate of said drive MOSFET; a source of said drive MOSFET is connected to said ground and a drain of said drive MOSFET is connected to a cathode of said drive diode; an anode of drive diode is connected to a second end of said first drive resistor, and a first end of said first drive resistor is connected to said disable section; andsaid disable section is comprised of a disable resistive element, a disable resistor, a disable capacitor, a disable resistive element, and a disable TRIAC; a second end of said disable resistor, a cathode of said disable capacitor, and a gate of said disable TRIAC are connected to said first end of said first drive resistor; a first end of said disable resistor, an anode of said disable capacitor, a second end of a disable resistive element, and a main terminal (MT1) of said disable TRIAC are connectable to said first end of said coil; a main terminal 2 (MT2) of said disable TRIAC is connected to said ground; a first of end of said disable resistive element is connectable to said alternator.
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이 특허에 인용된 특허 (4)
Chung Seung-Myun,KRX ; Kim Ho-Kyoung,KRX ; Whang Juhn-Sub,KRX ; Na Jae-Ho,KRX, Control system of auxiliary power system for a hybrid electric vehicle.
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