EP1048845B1 - Starter/generator for motor vehicles - Google Patents
Starter/generator for motor vehicles Download PDFInfo
- Publication number
- EP1048845B1 EP1048845B1 EP20000107492 EP00107492A EP1048845B1 EP 1048845 B1 EP1048845 B1 EP 1048845B1 EP 20000107492 EP20000107492 EP 20000107492 EP 00107492 A EP00107492 A EP 00107492A EP 1048845 B1 EP1048845 B1 EP 1048845B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- crankshaft
- starter
- rotor
- generator
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2050/00—Applications
- F01P2050/16—Motor-cycles
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
Definitions
- the present invention relates to a starter/generator for a motor vehicle, which comprises an integral combination of a starter and a generator for an internal combustion engine mounted on a motor vehicle, and more particularly to a starter/generator directly connected to the crankshaft of an internal combustion engine.
- a starter/generator apparatus used with a conventional internal combustion engine (hereinafter referred to as "engine") has a starter coil and a generator coil which are mounted on the stator of a motor.
- engine When the engine is to be started, electric energy is supplied from a battery to the starter coil via a brush mechanism to operate the motor as a starter for thereby rotating a crankshaft directly coupled to the rotor to start the engine.
- the motor has commutator segments held in contact with the brush mechanism through a governor mechanism.
- the governor mechanism operates under centrifugal forces to bring the commutator segments out of contact with the brush mechanism. Subsequently, the motor functions as a generator, and electromotive forces generated across the generator coil are supplied to electric loads and the battery.
- the governor mechanism, the brush mechanism, the camshaft actuating mechanism, and the automatic transmission mechanism are positioned closely to each other in order to reduce the length of the crankshaft, then a space for an angular sensor for detecting the angular displacement of the crankshaft cannot be provided on the crankshaft.
- EP-A-0 619 427 discloses a starter/generator for a motor vehicle connected to an end of a crankshaft of a four-cycle engine opposite to an end facing a gearbox, comprising a brushless motor connected to an opposite end of said crankshaft and control means for controlling starting of the engine and electric generation with said brushless motor, said brushless motor having a stator disposed around a rotor thereof, said rotor being of the inner rotor magnet type with a plurality of permanent magnets disposed on an outer circumferential surface thereof.
- the starter/generator is incorporated in a swing unit having a continuously variable transmission unit and a centrifugal clutch connected to an end of a crankshaft of a four-cycle engine.
- a brushless motor connected to an opposite end of said crankshaft and control means for controlling starting of the engine and electric generation with said brushless motor.
- the starter/generator can be constructed as a single brushless motor, no governor mechanism and no brush mechanism are required, and an axial area (length) taken up by the starter/generator on the crankshaft can be reduced. Consequently, even if the starter/generator is directly connected to the crankshaft, since any axial extension from the crankshaft is suppressed, the width and weight of the motor vehicle can be reduced.
- the present invention offers the following advantages:
- FIG. 6 is a side elevational view of a motorcycle which incorporates a starter/generator according to an embodiment of the present invention.
- a front motorcycle portion 2 and a rear motorcycle portion 3 are interconnected by a low floor portion 4, and a motorcycle frame including a down tube 6 and a main pipe 7 makes up a motorcycle framework.
- a fuel tank and a storage box (both not shown) are supported on the main pipe 7, and a seat 8 is disposed above the fuel tank and the storage box.
- the seat 8 may double as the lid of a luggage box disposed therebelow.
- the luggage box can be opened and closed by a hinge mechanism disposed in a region FR in a front portion of the seat 8.
- a steering head 5 is mounted on the down tube 6.
- a front fork 12A is rotatably supported by the steering head 5 and has an upper end to which a handle 11A is attached and a lower end on which a front wheel 13A is rotatably mounted.
- the handle 11A has an upper portion covered with a handle cover 33 which doubles as an instrumental panel.
- a link (hanger) 37 is angularly movably supported on an intermediate portion of the main pipe 7.
- a swing unit 17 is swingably connected to and supported on the main pipe 7 by the hanger 37.
- the swing unit 17 includes a single-cylinder four-cycle engine 200 mounted in a front portion thereof, and a belt-type continuously variable transmission 35 extending rearwardly from the engine 200.
- a rear wheel 21 is rotatably supported by a speed reducer mechanism 38 which is connected to a rear portion of the continuously variable transmission 35 by a centrifugal clutch.
- a rear cushion 22 is interposed between an upper end of the speed reducer mechanism 38 and an upper bent portion of the main pipe 7.
- the engine 200 has a cylinder head 32 from which there extends an intake pipe 23 connected to the front portion of the swing unit 17.
- the intake pipe 23 is combined with a carburetor 24 and an air cleaner 25 connected to the carburetor 24.
- the belt-type continuously variable transmission 35 has a transmission case cover 36 from which a kick shaft 27 projects.
- a kick arm 28 has a proximal end fixed to the kick shaft 27 and a distal end connected to a kick pedal 29.
- the swing unit 17 has a swing unit case 31 with a pivot shaft 18 mounted on a lower portion thereof, and a main stand 26 is pivotally connected to the pivot shaft 18. When the motorcycle is parked, the main stand 26 is brought into an erected position, as indicated by the chain lines.
- FIG. 1 is a cross-sectional view of the swing unit 17, showing a cross-sectional structure taken along line A - A of FIG. 6.
- the swing unit 17 includes the engine 200 positioned in a front portion thereof, a starter/generator 100 according to the present invention which is connected to an end of a crankshaft 12, and a drive unit 300 and a driven unit 400 of the automatic transmission which is connected to the other end of the crankshaft 12.
- FIG. 2 is a fragmentary cross-sectional view showing structural details of the starter/generator 100 and a crankshaft assembly.
- the crankshaft 12 is rotatably supported in the swing unit case 31 by main bearings 10, 11, and connecting rods 14 are connected to the crankshaft 12 by crank pins 13.
- the starter/generator 100 comprises a brushless motor 44, as a main component thereof, which has an inner rotor 15 mounted on an end of the crankshaft 12 which extends out of a crank chamber 9.
- the inner rotor 15 and a flange member 39 are fastened to the end of the crankshaft 12 by a bolt 20.
- Permanent magnets 19 are fitted over an outer circumferential surface of the inner rotor 15.
- the permanent magnets 19 are made of a neodymium-iron-boron system.
- the brushless motor 44 has an outer stator 47 disposed around the inner rotor 15 and having a stator core 48 fixed to the swing unit case 31.
- the stator core 48 has a yoke 49a around which a generator coil 50 and a starter coil 51 are wound.
- a radiator fan 57 is mounted on the flange member 39, and a radiator 58 is disposed in facing relationship to the radiator fan 57.
- a sprocket 59 is fixedly mounted on the crankshaft 12 between the inner rotor 15 and the main bearing 11.
- a chain 60 is trained around the sprocket 59 for transmitting power for driving a camshaft (not shown) from the crankshaft 12.
- the sprocket 59 is integrally formed with a gear 61 which serves to transmit power to a pump for circulating a lubricating oil.
- the swing unit case 31 includes an end 31a having an inner surface to which a base plate 55 is fastened perpendicularly to the crankshaft 12 by a screw 41.
- a rotor sensor 56 for detecting the permanent magnets 19 mounted on the outer circumferential surface of the inner rotor 15 is mounted on an inner surface of the base plate 55.
- the rotor sensor 56 comprises a plurality of (three in this embodiment) Hall devices arranged at spaced intervals in an arcuate pattern coaxially with the inner rotor 15, as described later with reference to FIG. 7.
- FIG. 3 is a fragmentary cross-sectional view showing structural details of the cylinder head of the engine 200.
- Each of pistons 63 disposed in respective cylinders 62 is connected to a small end of one of the connection rods 14 by a piston pin 64.
- An ignition plug 63 is threaded into the cylinder head 32 and has an electrode assembly exposed in a combustion chamber defined between the head of the piston 63 and the cylinder head 32.
- the cylinder 62 is surrounded by a water jacket 66.
- a camshaft 69 rotatably supported by bearings 67, 68 is disposed in the cylinder head 32 above the cylinder 62.
- An attachment 70 is fitted over the camshaft 69, and a cam sprocket 72 and a reactor 72a for generating cam pulses in connection with a cam sensor 155 are fixed together to the attachment 70 by a bolt 71.
- a chain 60 is trained around the cam sprocket 72 for transmitting the rotation of the sprocket 59 (see FIG. 1), i.e., the rotation of the crankshaft 12, to the camshaft 69.
- a rocker arm 73 is disposed on the camshaft 69 for swinging movement depending on the cam profile of the camshaft 69 upon rotation of the camshaft 69.
- the camshaft 69 has exhaust and intake cams integrally formed therewith.
- a decompression cam 98 engaging the camshaft 69 only in reversely rotatable relationship thereto is disposed adjacent to the exhaust and intake cams. When the camshaft 69 is reversed, the decompression cam 98 is angularly moved to a position projecting beyond the outer profile of the exhaust cam according to the rotation of the camshaft 69.
- an exhaust valve 96 can be slightly lifted to reduce the load in a compression stroke of the engine. Since a torque required to start to rotate the crankshaft can thus be reduced, the starter for the four-cycle engine can be reduced in size. As a result, the crank assembly can be made compact, and the bank angle can be increased.
- the decompression cam 98 returns to a position within the outer profile of the exhaust cam.
- the cylinder head 32 has a pump chamber 76 defined therein which is surrounded by a water pump base 74 and a water pump housing 75.
- a pump shaft 78 having an impeller 77 is disposed in the pump chamber 76.
- the pump shaft 78 is fitted in an end of the camshaft 69, and rotatably supported by a bearing 79.
- the pump shaft 78 is driven by forces obtained from a pin 80 engaging in a central portion of the cam sprocket 72.
- An air reed valve 94 is mounted in the head cover 81. When a negative pressure is developed in the exhaust pipe, the air reed valve 94 draws air to improve the emission of the engine. Seal members are disposed in positions around the pump chamber 76. These seal members will not be described in detail below.
- FIGS. 4 and 5 are cross-sectional views of the automatic transmission which transmits the rotation of the engine 200 at various speed reduction ratios.
- FIG. 4 shows the drive unit of the automatic transmission
- FIG. 5 shows the driven unit of the automatic transmission.
- a pulley 83 with a V-belt 82 trained therearound is mounted on an end of the crankshaft 12 opposite to the end thereof on which the inner rotor 15 of the starter/generator 100 is mounted.
- the pulley 83 comprises a fixed pulley cone 83a fixed to the crankshaft 12 against rotation and axial movement, and a movable pulley cone 83b axially slidable with respect to the crankshaft 12.
- a holder plate 84 is positioned behind the movable pulley cone 83b, i.e., behind its surface which is not held in contact with the V-belt 82.
- the holder plate 84 is mounted for rotation with the crankshaft 12, but is limited against rotation and axial movement with respect to the crankshaft 12.
- a space surrounded by the holder plate 84 and the movable pulley cone 83b serves as a pocket which accommodates a roller 85 as a governor weight.
- a clutch mechanism for transmitting power to the rear wheel 21 is constructed as follows: In FIG. 5, the clutch has a main shaft 125 supported by a bearing 127 fitted in a case 126 and a bearing 129 fitted in a gear box 128.
- a pulley 132 has a fixed pulley cone 132a supported on the main shaft 125 by bearings 130, 131.
- a cup-shaped clutch plate 134 is fixed to an end of the main shaft 125 by a nut 133.
- the pulley 132 has a movable pulley cone 132b mounted on a sleeve 135 of the fixed pulley cone 132a for sliding movement in the longitudinal direction of the main shaft 125.
- the movable pulley cone 132b engages a disk 136 for rotation therewith around the main shaft 125.
- a compression coil spring 137 is disposed between the disk 136 and the movable pulley cone 132b for producing repulsive forces in a direction to space the disk 136 and the movable pulley cone 132b from each other.
- a shoe 139 slidably supported by a pin 138 is mounted on the disk 136.
- a pinion 141 is fixed to the main shaft 125 and held in mesh with a gear 143 fixed to an idle shaft 142.
- a pinion 144 is fixed to the idle shaft 142 and held in mesh with a gear 146 on an output shaft 145.
- the rear wheel 21 comprises a rim 21a and a tire 21b fitted around the rim 21a, the rim 21a being fixed to the output shaft 145.
- the roller 85 When the rotational speed of the engine is minimum, the roller 85 is in the solid-line position shown in FIG. 4, and the V-belt 82 is trained around a minimum-diameter portion of the pulley 83.
- the movable pulley cone 132b of the pulley 132 is displaced to the solid-line position shown in FIG. 5 under the bias of the compression coil spring 137, with the V-belt 82 being trained around a maximum-diameter portion of the pulley 132.
- the roller 85 When the rotational speed of the engine becomes higher, the roller 85 is displaced outwardly under centrifugal forces.
- the roller 85 is in the chain-line position shown in FIG. 4 when the rotational speed of the engine is maximum.
- the movable pulley cone 83b As the roller 85 is displaced outwardly, the movable pulley cone 83b is pushed toward the fixed pulley cone 83a, displacing the V-belt 82 toward a maximum-diameter portion of the pulley 83.
- the movable pulley cone 132b In the centrifugal clutch, the movable pulley cone 132b is displaced against the bias of the compression coil spring 137, displacing the V-belt 82 toward a minimum-diameter portion of the pulley 132.
- the centrifugal forces applied to the disk 136 are increased, causing the shoe 139 to move outwardly into contact with the clutch plate 134 against the bias of the spring 140.
- the rotation of the engine is transmitted to the main shaft 125, and then via the gear train to the rear wheel 21. Therefore, depending on the rotational speed of the engine, the diameters of the V-belt 82 around the pulley 83 on the crankshaft 12 and the pulley 132 of the centrifugal clutch are varied to change the speed reduction ratios.
- a kick starter is also employed to start the engine 200 by a kicking action.
- the kick starter will be described below with reference to FIG. 4.
- a driven dog gear 86 for starting a kicking action is fixed to a rear surface of the fixed pulley cone 83a.
- a support shaft 88 having a helical gear 87 is rotatably supported on the transmission case cover 36.
- a cap 89 is fixed to an end of the support shaft 88 and has a drive dog gear 90 on its end for meshing engagement with the driven dog gear 86.
- a kick shaft 27 is rotatably supported on the transmission case cover 36, and a sector helical gear 91 held in mesh with the helical gear 87 is welded to the kick shaft 27.
- the kick shaft 27 has an end projecting out of the transmission case cover 36 and having splines that engage splines on the kick arm 28 (see FIG. 6).
- Reference numerals 92, 93 denote return springs.
- the kick shaft 27 and the sector helical gear 91 are turned against the bias of the return spring 93.
- the helical gear 88 and the sector helical gear 91 have their helixes oriented such that when the sector helical gear 91 is rotated by depressing the kick pedal 29, it produces thrust forces for urging the support shaft 87 toward the pulley 83. Therefore, when the kick pedal 29 is depressed, the support shaft 87 is displaced toward the pulley 83, bringing the drive dog gear 90 on the end of the cap 89 into mesh with the driven dog gear 86. As a result, the crankshaft 12 is rotated to start the engine 200.
- FIG. 7 is a block diagram of a control system of the starter/generator 100. Those reference characters in FIG. 7 which are identical to those described above represent identical or equivalent parts.
- a control unit 40 includes a DC-to-DC converter 102 for converting an output voltage VBATT of a battery 42 into a logic voltage VDD and supplying the logic voltage VDD to a CPU 101, an ignition control device 103 for controlling the supply of electric energy to an ignition coil 54 to energize the ignition plug 65 at a predetermined timing, and a three-phase driver 104 for converting the battery voltage VBATT into three-phase AC energy and supplying the three-phase AC energy to the starter coil 51 of the brushless motor 44.
- a throttle sensor 53 detects a throttle opening 8 and supplies the detected throttle opening 8 to the CPU 101.
- the rotor sensor 56 comprises three Hall devices 56a, 56b, 56c, for example.
- the rotor sensor 56 detects the angular position of the inner rotor 15 as the positions of the six permanent magnets 19 on the outer circumferential surface of the inner rotor 15, and supplies the detected angular position to the CPU 101.
- a regulator 52 regulates electromotive forces induced across the generator coil 50 depending on the rotation of the inner rotor 15 into the battery voltage VBATT, and supplies the battery voltage VBATT to a power supply line L.
- the CPU 101 determines the time to energize the starter coil 51 based on the angular position of the inner rotor 15 as detected by the rotor sensor 56, controls the switching timing for power FETs of the three-phase driver 104, and supplies AC power to each of the phases of the starter coil 51.
- the power FETs of the three-phase driver 104 are controlled by the CPU 101 in a PWM mode, and the duty ratio of the three-phase driver 104, i.e., the starting torque of the brushless motor 44, is controlled on the basis of the throttle opening ⁇ as detected by the throttle sensor 53.
- the started engine 200 reaches a predetermined rotational speed
- the supply of electric energy from the three-phase driver 104 to the starter coil 51 is stopped, and the brushless motor 44 is driven by the engine 200.
- electromotive forces depending on the rotational speed of the crankshaft 12 are generated across the generator coil 50 of the brushless motor 44.
- the generated electromotive forces are regulated by the regulator 52 into the battery voltage VBATT, which is supplied to electric loads. Any excessive electric energy from the regulator 52 is stored in the battery 42.
- the brushless motor is used as the generator motor of the starter/generator, and no brush mechanism and no governor mechanism are included, the entire length of the crankshaft 12 can be reduced, and hence the width of the motorcycle which incorporates the starter/generator can be reduced.
- the detected data from the rotor sensor 56 which detects the rotor position of the brushless motor 44 is also used to determine the crankshaft angle. Consequently, no crank sensor is required for detecting the crankshaft angle, and the length of the crankshaft 12 can further be reduced.
- the invention provides a starter/generator which can be disposed on an end of a crankshaft without increasing the length of the crankshaft.
- a starter/generator includes a brushless motor 44 having a rotor 15 connected to an end of a crankshaft 12 and a stator including a starter coil 51 and a generator coil 50, a start control means (a three-phase driver 104, a rotor sensor 56, etc.) for converting a battery voltage into AC power and supplying the AC power to the starter coil 51 of the brushless motor 44, and a generation control means (a regulator 52) for supplying electromotive forces induced across the generator coil 50 of the brushless motor 44 to electric loads.
- a start control means a three-phase driver 104, a rotor sensor 56, etc.
- a generation control means for supplying electromotive forces induced across the generator coil 50 of the brushless motor 44 to electric loads.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Description
- The present invention relates to a starter/generator for a motor vehicle, which comprises an integral combination of a starter and a generator for an internal combustion engine mounted on a motor vehicle, and more particularly to a starter/generator directly connected to the crankshaft of an internal combustion engine.
- As described in Japanese laid-open patent publication No. 10-148142, a starter/generator apparatus used with a conventional internal combustion engine (hereinafter referred to as "engine") has a starter coil and a generator coil which are mounted on the stator of a motor. When the engine is to be started, electric energy is supplied from a battery to the starter coil via a brush mechanism to operate the motor as a starter for thereby rotating a crankshaft directly coupled to the rotor to start the engine.
- The motor has commutator segments held in contact with the brush mechanism through a governor mechanism. When the rotational speed of the engine increases until the rotor reaches a predetermined rotational speed after the engine has started to operate, the governor mechanism operates under centrifugal forces to bring the commutator segments out of contact with the brush mechanism. Subsequently, the motor functions as a generator, and electromotive forces generated across the generator coil are supplied to electric loads and the battery.
- In the conventional starter/generator, a space needs to be provided in the axial direction of the crankshaft for installing the governor mechanism and the brush mechanism, resulting in a corresponding increase in the length of the crankshaft. If four-cycle engines having a camshaft disposed in a cylinder head include a mechanism on the crankshaft for actuating the camshaft, then the length of the crankshaft also needs to be large because of such a mechanism. The length of the crankshaft is also necessarily be large if an automatic transmission mechanism is mounted on an end of the crankshaft. Therefore, if the starter/generator is incorporated in a motor vehicle powered by a four-cycle engine and an automatic transmission mechanism is mounted on an end of the crankshaft, then the crankshaft of the engine is increased in length.
- If the governor mechanism, the brush mechanism, the camshaft actuating mechanism, and the automatic transmission mechanism are positioned closely to each other in order to reduce the length of the crankshaft, then a space for an angular sensor for detecting the angular displacement of the crankshaft cannot be provided on the crankshaft.
- EP-A-0 619 427 discloses a starter/generator for a motor vehicle connected to an end of a crankshaft of a four-cycle engine opposite to an end facing a gearbox, comprising a brushless motor connected to an opposite end of said crankshaft and control means for controlling starting of the engine and electric generation with said brushless motor, said brushless motor having a stator disposed around a rotor thereof, said rotor being of the inner rotor magnet type with a plurality of permanent magnets disposed on an outer circumferential surface thereof.
- It is an object of the present invention to solve the above conventional problems and provide a starter/generator which can be disposed on an end of a crankshaft without increasing the length of the crankshaft.
- To achieve the above object, there is provided in accordance with the present invention a starter/generator for a motor vehicle in accordance with
claim 1. - The starter/generator is incorporated in a swing unit having a continuously variable transmission unit and a centrifugal clutch connected to an end of a crankshaft of a four-cycle engine. A brushless motor connected to an opposite end of said crankshaft and control means for controlling starting of the engine and electric generation with said brushless motor.
- According to the above features of the present invention, since the starter/generator can be constructed as a single brushless motor, no governor mechanism and no brush mechanism are required, and an axial area (length) taken up by the starter/generator on the crankshaft can be reduced. Consequently, even if the starter/generator is directly connected to the crankshaft, since any axial extension from the crankshaft is suppressed, the width and weight of the motor vehicle can be reduced.
- The present invention offers the following advantages:
- (1) Inasmuch as the brushless motor is used as the generator motor of the starter/generator, and no brush mechanism and no governor mechanism are included, the entire length of the crankshaft can be reduced to a value smaller than the crankshaft of the conventional arrangement, and hence the width of the motor vehicle at the crankshaft and the weight of the motor vehicle can be reduced.
- (2) The detected data from the rotor sensor which detects the rotor position of the brushless motor is also used to determine the crankshaft angle. Consequently, no crank sensor is required for detecting the crankshaft angle, and the length of the crankshaft can further be reduced.
-
- The present invention will hereinafter be described in detail with reference to the drawings.
- Fig. 1
- is a cross-sectional view of a starter/generator according to an embodiment of the present invention.
- Fig. 2
- is a fragmentary cross-sectional view of the starter/generator in a swing unit and surrounding components.
- Fig. 3
- is a fragmentary cross-sectional view of an engine of the swing unit near a cylinder head thereof.
- Fig. 4
- is a fragmentary cross-sectional view of an automatic transmission (drive unit) of the swing unit.
- Fig. 5
- is a fragmentary cross-sectional view of the automatic transmission (driven unit) of the swing unit.
- Fig. 6
- is a side elevational view of a motorcycle incorporating the starter/generator according to the embodiment of the present invention.
- Fig. 7
- is a block diagram of a control system of the starter/generator according to the embodiment of the present invention.
- FIG. 6 is a side elevational view of a motorcycle which incorporates a starter/generator according to an embodiment of the present invention. A
front motorcycle portion 2 and arear motorcycle portion 3 are interconnected by alow floor portion 4, and a motorcycle frame including adown tube 6 and a main pipe 7 makes up a motorcycle framework. A fuel tank and a storage box (both not shown) are supported on the main pipe 7, and a seat 8 is disposed above the fuel tank and the storage box. The seat 8 may double as the lid of a luggage box disposed therebelow. The luggage box can be opened and closed by a hinge mechanism disposed in a region FR in a front portion of the seat 8. - In the
front motorcycle portion 2, asteering head 5 is mounted on thedown tube 6. A front fork 12A is rotatably supported by thesteering head 5 and has an upper end to which a handle 11A is attached and a lower end on which a front wheel 13A is rotatably mounted. The handle 11A has an upper portion covered with ahandle cover 33 which doubles as an instrumental panel. - A link (hanger) 37 is angularly movably supported on an intermediate portion of the main pipe 7. A
swing unit 17 is swingably connected to and supported on the main pipe 7 by thehanger 37. Theswing unit 17 includes a single-cylinder four-cycle engine 200 mounted in a front portion thereof, and a belt-type continuouslyvariable transmission 35 extending rearwardly from theengine 200. Arear wheel 21 is rotatably supported by aspeed reducer mechanism 38 which is connected to a rear portion of the continuouslyvariable transmission 35 by a centrifugal clutch. Arear cushion 22 is interposed between an upper end of thespeed reducer mechanism 38 and an upper bent portion of the main pipe 7. Theengine 200 has acylinder head 32 from which there extends anintake pipe 23 connected to the front portion of theswing unit 17. Theintake pipe 23 is combined with acarburetor 24 and anair cleaner 25 connected to thecarburetor 24. - The belt-type continuously
variable transmission 35 has atransmission case cover 36 from which akick shaft 27 projects. Akick arm 28 has a proximal end fixed to thekick shaft 27 and a distal end connected to akick pedal 29. Theswing unit 17 has aswing unit case 31 with a pivot shaft 18 mounted on a lower portion thereof, and amain stand 26 is pivotally connected to the pivot shaft 18. When the motorcycle is parked, themain stand 26 is brought into an erected position, as indicated by the chain lines. - FIG. 1 is a cross-sectional view of the
swing unit 17, showing a cross-sectional structure taken along line A - A of FIG. 6. As described in detail later on with reference to FIGS. 2 through 5, theswing unit 17 includes theengine 200 positioned in a front portion thereof, a starter/generator 100 according to the present invention which is connected to an end of acrankshaft 12, and adrive unit 300 and a drivenunit 400 of the automatic transmission which is connected to the other end of thecrankshaft 12. - FIG. 2 is a fragmentary cross-sectional view showing structural details of the starter/
generator 100 and a crankshaft assembly. Thecrankshaft 12 is rotatably supported in theswing unit case 31 bymain bearings rods 14 are connected to thecrankshaft 12 bycrank pins 13. The starter/generator 100 comprises abrushless motor 44, as a main component thereof, which has aninner rotor 15 mounted on an end of thecrankshaft 12 which extends out of acrank chamber 9. Theinner rotor 15 and aflange member 39 are fastened to the end of thecrankshaft 12 by abolt 20. -
Permanent magnets 19 are fitted over an outer circumferential surface of theinner rotor 15. Thepermanent magnets 19 are made of a neodymium-iron-boron system. There are sixpermanent magnets 19 that are disposed at equal angular intervals around thecrankshaft 12. Thebrushless motor 44 has an outer stator 47 disposed around theinner rotor 15 and having a stator core 48 fixed to theswing unit case 31. The stator core 48 has ayoke 49a around which agenerator coil 50 and astarter coil 51 are wound. - A
radiator fan 57 is mounted on theflange member 39, and aradiator 58 is disposed in facing relationship to theradiator fan 57. Asprocket 59 is fixedly mounted on thecrankshaft 12 between theinner rotor 15 and themain bearing 11. Achain 60 is trained around thesprocket 59 for transmitting power for driving a camshaft (not shown) from thecrankshaft 12. Thesprocket 59 is integrally formed with a gear 61 which serves to transmit power to a pump for circulating a lubricating oil. - The
swing unit case 31 includes an end 31a having an inner surface to which a base plate 55 is fastened perpendicularly to thecrankshaft 12 by ascrew 41. Arotor sensor 56 for detecting thepermanent magnets 19 mounted on the outer circumferential surface of theinner rotor 15 is mounted on an inner surface of the base plate 55. Therotor sensor 56 comprises a plurality of (three in this embodiment) Hall devices arranged at spaced intervals in an arcuate pattern coaxially with theinner rotor 15, as described later with reference to FIG. 7. - FIG. 3 is a fragmentary cross-sectional view showing structural details of the cylinder head of the
engine 200. Each ofpistons 63 disposed inrespective cylinders 62 is connected to a small end of one of theconnection rods 14 by apiston pin 64. An ignition plug 63 is threaded into thecylinder head 32 and has an electrode assembly exposed in a combustion chamber defined between the head of thepiston 63 and thecylinder head 32. Thecylinder 62 is surrounded by awater jacket 66. - A
camshaft 69 rotatably supported bybearings 67, 68 is disposed in thecylinder head 32 above thecylinder 62. Anattachment 70 is fitted over thecamshaft 69, and acam sprocket 72 and areactor 72a for generating cam pulses in connection with a cam sensor 155 are fixed together to theattachment 70 by a bolt 71. Achain 60 is trained around thecam sprocket 72 for transmitting the rotation of the sprocket 59 (see FIG. 1), i.e., the rotation of thecrankshaft 12, to thecamshaft 69. - A
rocker arm 73 is disposed on thecamshaft 69 for swinging movement depending on the cam profile of thecamshaft 69 upon rotation of thecamshaft 69. Thecamshaft 69 has exhaust and intake cams integrally formed therewith. Adecompression cam 98 engaging thecamshaft 69 only in reversely rotatable relationship thereto is disposed adjacent to the exhaust and intake cams. When thecamshaft 69 is reversed, thedecompression cam 98 is angularly moved to a position projecting beyond the outer profile of the exhaust cam according to the rotation of thecamshaft 69. - Therefore, when the
camshaft 69 is rotated in a normal direction, an exhaust valve 96 can be slightly lifted to reduce the load in a compression stroke of the engine. Since a torque required to start to rotate the crankshaft can thus be reduced, the starter for the four-cycle engine can be reduced in size. As a result, the crank assembly can be made compact, and the bank angle can be increased. When thecamshaft 69 is rotated in the normal direction for a while, thedecompression cam 98 returns to a position within the outer profile of the exhaust cam. - The
cylinder head 32 has apump chamber 76 defined therein which is surrounded by awater pump base 74 and awater pump housing 75. Apump shaft 78 having an impeller 77 is disposed in thepump chamber 76. Thepump shaft 78 is fitted in an end of thecamshaft 69, and rotatably supported by abearing 79. Thepump shaft 78 is driven by forces obtained from apin 80 engaging in a central portion of thecam sprocket 72. - An
air reed valve 94 is mounted in thehead cover 81. When a negative pressure is developed in the exhaust pipe, theair reed valve 94 draws air to improve the emission of the engine. Seal members are disposed in positions around thepump chamber 76. These seal members will not be described in detail below. - FIGS. 4 and 5 are cross-sectional views of the automatic transmission which transmits the rotation of the
engine 200 at various speed reduction ratios. FIG. 4 shows the drive unit of the automatic transmission, and FIG. 5 shows the driven unit of the automatic transmission. - In FIG. 4, a
pulley 83 with a V-belt 82 trained therearound is mounted on an end of thecrankshaft 12 opposite to the end thereof on which theinner rotor 15 of the starter/generator 100 is mounted. Thepulley 83 comprises a fixedpulley cone 83a fixed to thecrankshaft 12 against rotation and axial movement, and a movable pulley cone 83b axially slidable with respect to thecrankshaft 12. - A holder plate 84 is positioned behind the movable pulley cone 83b, i.e., behind its surface which is not held in contact with the V-
belt 82. The holder plate 84 is mounted for rotation with thecrankshaft 12, but is limited against rotation and axial movement with respect to thecrankshaft 12. A space surrounded by the holder plate 84 and the movable pulley cone 83b serves as a pocket which accommodates aroller 85 as a governor weight. - A clutch mechanism for transmitting power to the
rear wheel 21 is constructed as follows: In FIG. 5, the clutch has amain shaft 125 supported by abearing 127 fitted in acase 126 and abearing 129 fitted in agear box 128. Apulley 132 has a fixedpulley cone 132a supported on themain shaft 125 bybearings clutch plate 134 is fixed to an end of themain shaft 125 by anut 133. - The
pulley 132 has a movable pulley cone 132b mounted on asleeve 135 of the fixedpulley cone 132a for sliding movement in the longitudinal direction of themain shaft 125. The movable pulley cone 132b engages adisk 136 for rotation therewith around themain shaft 125. Acompression coil spring 137 is disposed between thedisk 136 and the movable pulley cone 132b for producing repulsive forces in a direction to space thedisk 136 and the movable pulley cone 132b from each other. Ashoe 139 slidably supported by apin 138 is mounted on thedisk 136. When the rotational speed of thedisk 136 increases, theshoe 139 swing radially outwardly into contact with an inner circumferential surface of theclutch plate 134 under centrifugal forces. Aspring 140 is provided to bring theshoe 139 into contact with theclutch plate 134 when thedisk 136 reaches a predetermined rotational speed. - A pinion 141 is fixed to the
main shaft 125 and held in mesh with agear 143 fixed to anidle shaft 142. Apinion 144 is fixed to theidle shaft 142 and held in mesh with agear 146 on anoutput shaft 145. Therear wheel 21 comprises arim 21a and atire 21b fitted around therim 21a, therim 21a being fixed to theoutput shaft 145. - When the rotational speed of the engine is minimum, the
roller 85 is in the solid-line position shown in FIG. 4, and the V-belt 82 is trained around a minimum-diameter portion of thepulley 83. The movable pulley cone 132b of thepulley 132 is displaced to the solid-line position shown in FIG. 5 under the bias of thecompression coil spring 137, with the V-belt 82 being trained around a maximum-diameter portion of thepulley 132. At this time, since themain shaft 125 of the centrifugal clutch is rotated at a minimum rotational speed, the centrifugal forces applied to thedisk 136 are minimum, and theshoe 139 is retracted inwardly out of contact with theclutch plate 134 by thespring 140. Therefore, the rotation of the engine is not transmitted to themain shaft 125, and therear wheel 21 is not rotated. - When the rotational speed of the engine becomes higher, the
roller 85 is displaced outwardly under centrifugal forces. Theroller 85 is in the chain-line position shown in FIG. 4 when the rotational speed of the engine is maximum. As theroller 85 is displaced outwardly, the movable pulley cone 83b is pushed toward the fixedpulley cone 83a, displacing the V-belt 82 toward a maximum-diameter portion of thepulley 83. In the centrifugal clutch, the movable pulley cone 132b is displaced against the bias of thecompression coil spring 137, displacing the V-belt 82 toward a minimum-diameter portion of thepulley 132. Therefore, the centrifugal forces applied to thedisk 136 are increased, causing theshoe 139 to move outwardly into contact with theclutch plate 134 against the bias of thespring 140. As a result, the rotation of the engine is transmitted to themain shaft 125, and then via the gear train to therear wheel 21. Therefore, depending on the rotational speed of the engine, the diameters of the V-belt 82 around thepulley 83 on thecrankshaft 12 and thepulley 132 of the centrifugal clutch are varied to change the speed reduction ratios. - As described above, when the engine is to start, the
starter coil 51 is energized. According to the present embodiment, a kick starter is also employed to start theengine 200 by a kicking action. The kick starter will be described below with reference to FIG. 4. A drivendog gear 86 for starting a kicking action is fixed to a rear surface of the fixedpulley cone 83a. Asupport shaft 88 having ahelical gear 87 is rotatably supported on the transmission case cover 36. Acap 89 is fixed to an end of thesupport shaft 88 and has adrive dog gear 90 on its end for meshing engagement with the drivendog gear 86. - A
kick shaft 27 is rotatably supported on the transmission case cover 36, and a sectorhelical gear 91 held in mesh with thehelical gear 87 is welded to thekick shaft 27. Thekick shaft 27 has an end projecting out of the transmission case cover 36 and having splines that engage splines on the kick arm 28 (see FIG. 6).Reference numerals - When the
kick pedal 29 is depressed, thekick shaft 27 and the sectorhelical gear 91 are turned against the bias of thereturn spring 93. Thehelical gear 88 and the sectorhelical gear 91 have their helixes oriented such that when the sectorhelical gear 91 is rotated by depressing thekick pedal 29, it produces thrust forces for urging thesupport shaft 87 toward thepulley 83. Therefore, when thekick pedal 29 is depressed, thesupport shaft 87 is displaced toward thepulley 83, bringing thedrive dog gear 90 on the end of thecap 89 into mesh with the drivendog gear 86. As a result, thecrankshaft 12 is rotated to start theengine 200. When theengine 200 is started, the forces applied to depress thekick pedal 29 are weakened, and the sectorhelical gear 91 is reversed by the return springs 92, 93, whereupon thedrive dog gear 90 is displaced out of mesh with the drivendog gear 86. - FIG. 7 is a block diagram of a control system of the starter/
generator 100. Those reference characters in FIG. 7 which are identical to those described above represent identical or equivalent parts. - A
control unit 40 includes a DC-to-DC converter 102 for converting an output voltage VBATT of abattery 42 into a logic voltage VDD and supplying the logic voltage VDD to aCPU 101, anignition control device 103 for controlling the supply of electric energy to anignition coil 54 to energize theignition plug 65 at a predetermined timing, and a three-phase driver 104 for converting the battery voltage VBATT into three-phase AC energy and supplying the three-phase AC energy to thestarter coil 51 of thebrushless motor 44. - A throttle sensor 53 detects a throttle opening 8 and supplies the detected throttle opening 8 to the
CPU 101. Therotor sensor 56 comprises three Hall devices 56a, 56b, 56c, for example. Therotor sensor 56 detects the angular position of theinner rotor 15 as the positions of the sixpermanent magnets 19 on the outer circumferential surface of theinner rotor 15, and supplies the detected angular position to theCPU 101. Aregulator 52 regulates electromotive forces induced across thegenerator coil 50 depending on the rotation of theinner rotor 15 into the battery voltage VBATT, and supplies the battery voltage VBATT to a power supply line L. - When the engine starts to operate, the
CPU 101 determines the time to energize thestarter coil 51 based on the angular position of theinner rotor 15 as detected by therotor sensor 56, controls the switching timing for power FETs of the three-phase driver 104, and supplies AC power to each of the phases of thestarter coil 51. - The power FETs of the three-phase driver 104 are controlled by the
CPU 101 in a PWM mode, and the duty ratio of the three-phase driver 104, i.e., the starting torque of thebrushless motor 44, is controlled on the basis of the throttle opening as detected by the throttle sensor 53. - When the started
engine 200 reaches a predetermined rotational speed, the supply of electric energy from the three-phase driver 104 to thestarter coil 51 is stopped, and thebrushless motor 44 is driven by theengine 200. At this time, electromotive forces depending on the rotational speed of thecrankshaft 12 are generated across thegenerator coil 50 of thebrushless motor 44. The generated electromotive forces are regulated by theregulator 52 into the battery voltage VBATT, which is supplied to electric loads. Any excessive electric energy from theregulator 52 is stored in thebattery 42. - According to the above embodiment, as described above, since the brushless motor is used as the generator motor of the starter/generator, and no brush mechanism and no governor mechanism are included, the entire length of the
crankshaft 12 can be reduced, and hence the width of the motorcycle which incorporates the starter/generator can be reduced. - The detected data from the
rotor sensor 56 which detects the rotor position of thebrushless motor 44 is also used to determine the crankshaft angle. Consequently, no crank sensor is required for detecting the crankshaft angle, and the length of thecrankshaft 12 can further be reduced. - The invention provides a starter/generator which can be disposed on an end of a crankshaft without increasing the length of the crankshaft.
- To achieve this, a starter/generator includes a
brushless motor 44 having arotor 15 connected to an end of acrankshaft 12 and a stator including astarter coil 51 and agenerator coil 50, a start control means (a three-phase driver 104, arotor sensor 56, etc.) for converting a battery voltage into AC power and supplying the AC power to thestarter coil 51 of thebrushless motor 44, and a generation control means (a regulator 52) for supplying electromotive forces induced across thegenerator coil 50 of thebrushless motor 44 to electric loads.
Claims (2)
- An assembly of a starter/generator for a motor vehicle, incorporated in a swing unit (17) having a continuously variable transmission unit (35) and a centrifugal clutch (125-140) connected to an end of a crankshaft (12) of a four-cycle engine, and a swing unit case (31),
characterized by:a brushless motor (44) connected to an opposite end of said crankshaft and control means (40) for controlling starting of the engine and electric generation with said brushless motor,
a rotor sensor (56) for detecting the magnetism of the permanent magnets (19) disposed on the outer circumferential surface of said rotor (15); and
control means (40) for detecting an angular displacement of the rotor based on an output signal from said rotor sensor (56) and controlling the supply of electric energy to a starter coil (51) based on the detected angular displacement,
wherein said rotor sensor (56) is supported by a base plate (55) fixed to the inside of said swing unit case (31) so that the rotor sensor (56) is protected by said swing unit case (31). - An assembly of a starter/generator for a motor vehicle according to claim 1, characterized by ignition control means (103) for performing ignition control of the engine based on the output signal from said rotor sensor (56).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP11901099A JP4117816B2 (en) | 1999-04-27 | 1999-04-27 | Vehicle starter and generator |
JP11901099 | 1999-04-27 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1048845A1 EP1048845A1 (en) | 2000-11-02 |
EP1048845B1 true EP1048845B1 (en) | 2004-08-11 |
Family
ID=14750764
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20000107492 Expired - Lifetime EP1048845B1 (en) | 1999-04-27 | 2000-04-06 | Starter/generator for motor vehicles |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP1048845B1 (en) |
JP (1) | JP4117816B2 (en) |
CN (1) | CN1263950C (en) |
DE (1) | DE60012812T2 (en) |
TW (1) | TW487775B (en) |
Families Citing this family (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19745652A1 (en) | 1997-10-16 | 1999-04-22 | Daimler Chrysler Ag | Device for contacting electronic components in a removable vehicle seat |
JP3642418B2 (en) * | 2000-12-21 | 2005-04-27 | 本田技研工業株式会社 | Reciprocating internal combustion engine and method for operating the same |
JP3673201B2 (en) * | 2001-09-14 | 2005-07-20 | 本田技研工業株式会社 | Motor control device for deceleration cylinder-removed engine vehicle |
US7202572B2 (en) * | 2002-07-30 | 2007-04-10 | Daimlerchrysler Ag | Generator/motor system and method of operating said system |
MXPA05003133A (en) * | 2002-09-26 | 2005-10-05 | Honda Motor Co Ltd | Four-cycle, single-cylinder engine. |
DE102007006167A1 (en) * | 2007-02-07 | 2008-08-14 | Ktm Sportmotorcycle Ag | vehicle |
CN101676534B (en) * | 2008-09-19 | 2013-03-27 | 重庆宗申技术开发研究有限公司 | Agricultural tricycle engine |
JP2014105626A (en) * | 2012-11-27 | 2014-06-09 | Yamaha Motor Co Ltd | Saddle riding type vehicle |
TWI563167B (en) * | 2014-05-09 | 2016-12-21 | Sanyang Industry Co Ltd | A method for controlling engine starting of a starter and generator device |
TWI568927B (en) * | 2015-02-06 | 2017-02-01 | 三陽工業股份有限公司 | Decompressing control device for an engine |
TWI613364B (en) * | 2015-04-17 | 2018-02-01 | 三陽工業股份有限公司 | Method for controlling engine starting of a starter and generator device |
TWI561729B (en) * | 2015-10-29 | 2016-12-11 | Sanyang Motor Co Ltd | Method for controlling engines running |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3122492B2 (en) * | 1991-09-10 | 2001-01-09 | ヤンマーディーゼル株式会社 | Engine starting mechanism |
IT1261543B (en) * | 1993-04-06 | 1996-05-23 | Fiat Auto Spa | THERMAL MOTOR WITH STARTER MOTOR AND CURRENT GENERATOR |
JPH10148142A (en) | 1996-11-19 | 1998-06-02 | Honda Motor Co Ltd | Start control device for vehicle |
-
1999
- 1999-04-27 JP JP11901099A patent/JP4117816B2/en not_active Expired - Fee Related
-
2000
- 2000-04-06 EP EP20000107492 patent/EP1048845B1/en not_active Expired - Lifetime
- 2000-04-06 DE DE2000612812 patent/DE60012812T2/en not_active Expired - Lifetime
- 2000-04-21 TW TW89107530A patent/TW487775B/en active
- 2000-04-21 CN CN 00106901 patent/CN1263950C/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
DE60012812D1 (en) | 2004-09-16 |
TW487775B (en) | 2002-05-21 |
DE60012812T2 (en) | 2005-01-13 |
EP1048845A1 (en) | 2000-11-02 |
JP2000310134A (en) | 2000-11-07 |
JP4117816B2 (en) | 2008-07-16 |
CN1263950C (en) | 2006-07-12 |
CN1271653A (en) | 2000-11-01 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP1048845B1 (en) | Starter/generator for motor vehicles | |
KR100584227B1 (en) | Hybrid vehicle | |
TWI282653B (en) | Electric generation control apparatus and vehicle carrying such apparatus | |
US20060030452A1 (en) | Shift controller for a continuously variable transmission | |
EP3825539B1 (en) | Engine restart device | |
JP4640830B2 (en) | Starter for internal combustion engine | |
KR100385850B1 (en) | Engine starter | |
EP1039619B1 (en) | Starter/generator apparatus for four-cycle internal combustion engine | |
JP2020165343A (en) | Engine starting device | |
JP2005104246A (en) | Power unit structure for hybrid vehicle | |
KR100347859B1 (en) | Automatic two-wheeled vehicle | |
JP2000103384A (en) | Hybrid vehicle with power unit | |
US7210851B2 (en) | Arrangement structure of bearings | |
JP4125429B2 (en) | Motorcycle | |
JP3092457B2 (en) | Engine timing chain mounting device | |
JP3967309B2 (en) | Power unit in a hybrid vehicle | |
JP3985621B2 (en) | ENGINE START DEVICE, START CONTROL DEVICE, START SYSTEM, AND START METHOD | |
JP2005104248A (en) | Power unit in hybrid vehicle | |
JP2008045562A (en) | Motorcycle | |
JPH02108855A (en) | Starter for internal combustion engine | |
JP2000097136A (en) | Starter-cum-power generator for engine | |
JP2006250094A (en) | Internal combustion engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): DE FR IT |
|
AX | Request for extension of the european patent |
Free format text: AL;LT;LV;MK;RO;SI |
|
17P | Request for examination filed |
Effective date: 20010124 |
|
AKX | Designation fees paid |
Free format text: DE FR IT |
|
17Q | First examination report despatched |
Effective date: 20030805 |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE FR IT |
|
REF | Corresponds to: |
Ref document number: 60012812 Country of ref document: DE Date of ref document: 20040916 Kind code of ref document: P |
|
ET | Fr: translation filed | ||
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
26N | No opposition filed |
Effective date: 20050512 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20110426 Year of fee payment: 12 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: IT Payment date: 20110415 Year of fee payment: 12 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R084 Ref document number: 60012812 Country of ref document: DE Effective date: 20120209 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20120419 Year of fee payment: 13 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST Effective date: 20121228 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20120406 Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20120430 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20131101 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R119 Ref document number: 60012812 Country of ref document: DE Effective date: 20131101 |