JPS5879668A - Engine starting and charging equipment - Google Patents
Engine starting and charging equipmentInfo
- Publication number
- JPS5879668A JPS5879668A JP17649881A JP17649881A JPS5879668A JP S5879668 A JPS5879668 A JP S5879668A JP 17649881 A JP17649881 A JP 17649881A JP 17649881 A JP17649881 A JP 17649881A JP S5879668 A JPS5879668 A JP S5879668A
- Authority
- JP
- Japan
- Prior art keywords
- starting
- engine
- armature
- clutch
- winding
- 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.)
- Granted
Links
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
- F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
- F02N15/006—Assembling or mounting of starting devices
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Dc Machiner (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、始動電動機と充電発電機を一体化した機開始
動充電装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a starting dynamic charging device that integrates a starting motor and a charging generator.
は始動兼充電装置本体で、２はその回転界磁極、３は電
機子、４は軸受、５は機関本体、６はクランク軸である
。始動兼充電装置本体の回転界磁極２はかご形起動巻線
（図示せず）を有し、電機子６に巻かれた巻線は始動レ
バー７により開閉される接点８と半導体応用廃振回路を
利用した直流交流変換器９を介してパッチＩＪ１ＯＫ接
続される。2 is the main body of the starting/charging device, 2 is its rotating field pole, 3 is the armature, 4 is the bearing, 5 is the engine body, and 6 is the crankshaft. The rotating field pole 2 of the main body of the starting/charging device has a squirrel-cage starting winding (not shown), and the winding wound around the armature 6 has a contact 8 that is opened and closed by the starting lever 7 and a semiconductor application anti-vibration circuit. The patch IJ1OK is connected via a DC/AC converter 9 using a DC/AC converter 9.
１１は強磁性体からなるフライホイール、１２はこれも
強磁性体から々る摩擦板で、常時はばね１３によりフラ
イホイール１１に圧着され、フライホイー〉１１とクラ
ンク軸６を接続する始動用クラッチを構成している。１
４は回転界磁極２の励磁巻線に電流を供給するための集
電環、１５は半導体整流器を内蔵する電圧調整器、１６
は摩擦板１２を吸引してフライホイール１１から離脱さ
せるだめのソレノイドコイルである。11 is a flywheel made of a ferromagnetic material, and 12 is a friction plate also made of a ferromagnetic material, which is normally pressed against the flywheel 11 by a spring 13 and serves as a starting clutch that connects the flywheel 11 and the crankshaft 6. It consists of 1
4 is a current collection ring for supplying current to the excitation winding of the rotating field pole 2; 15 is a voltage regulator with a built-in semiconductor rectifier; 16
is a solenoid coil that attracts the friction plate 12 to separate it from the flywheel 11.
機関始動時に接点８が閉じると、始動兼充電装置本体１
はかご形起動巻線を有する自起動型同期電動機として作
動し、回転界磁極２が回り始める。When the contact 8 closes when starting the engine, the starting/charging device body 1
It operates as a self-starting synchronous motor with a squirrel-cage starting winding, and the rotating field pole 2 begins to rotate.
この時、摩擦板１２はフライホイール１１から離脱して
いるので、起動トルクの低い自起動型同期電動機でも容
易に起動しフライホイール１１を回転させる。このよう
にしてフライホイール１１に回転運動エネルギーが十分
蓄積された後、始動レバー７を引いて接点８を開放する
と、直流交流変換器９の出力が停止するとともに、ソレ
ノイドコイル１６の励磁電流が切れるため、摩擦板１２
はフライホイール１１に圧着してフライホイール１１の
回転をクランク軸６に伝達し、これによって機関が始動
する。機開始動後は始動兼充電装置本体１が交流同期発
電機として作動し、電圧調整器１５を通じてバッテリ１
０および車両電装品に電力を供給する。At this time, since the friction plate 12 is separated from the flywheel 11, even a self-starting type synchronous motor with a low starting torque can easily start and rotate the flywheel 11. After sufficient rotational kinetic energy has been accumulated in the flywheel 11 in this way, when the starting lever 7 is pulled to open the contact 8, the output of the DC/AC converter 9 is stopped and the excitation current of the solenoid coil 16 is cut off. Therefore, the friction plate 12
is crimped onto the flywheel 11 and transmits the rotation of the flywheel 11 to the crankshaft 6, thereby starting the engine. After the engine is started, the starting/charging device main body 1 operates as an AC synchronous generator, and the battery 1 is supplied through the voltage regulator 15.
0 and vehicle electrical components.
しかし、このような従来の機関始動充電装置にあっては
、始動電動機によりフライホイールを回転させ、フライ
ホイールに蓄積した回転運動エネルギーを始動用クラッ
チを介して機関のクランク軸に伝達する、いわゆる慣性
始動方式をとっているため、機関の始動に土数秒〜数十
秒の長時間を要するうえに、クランク軸が静止状態から
フライホイールと同じ回転速度に達するまでに始動用ク
ラッチの摩擦板とフライホイールとの間に生じろすべり
によるエネルギー損失のため始動に必要なエネルギー（
消費電力）が大きく、さらにこのクラッチを設けたこと
によって装置全体の寸法、重量が大となり、またクラッ
チが頻繁な始動に耐えちれない等、実用上多くの問題点
がある。However, in such conventional engine starting charging devices, the flywheel is rotated by the starting motor, and the rotational kinetic energy accumulated in the flywheel is transmitted to the engine crankshaft via the starting clutch. Because it uses a starting method, it takes a long time to start the engine, ranging from a few seconds to several tens of seconds, and the friction plate of the starting clutch and the flywheel have to work together before the crankshaft reaches the same rotational speed as the flywheel from a stationary state. The energy required for starting (
In addition, the provision of this clutch increases the size and weight of the entire device, and the clutch cannot withstand frequent starting.There are many problems in practical use.
本発明の目的は、上記従来例の始動用クラッチをかくし
て始動時間の短縮および始動用電力の低減を可能にする
とともに、装置全体をより小形簡単化し、かつ耐久性を
向上させた機関始動充電装置を提供することにある。An object of the present invention is to provide an engine starting charging device which enables shortening of starting time and reduction of starting power by using the starting clutch of the conventional example described above, making the entire device smaller and simpler, and improving durability. Our goal is to provide the following.
上記目的を達成するため本発明では、起動トルクの大き
い無整流子電動機を機関のクランク軸に直結して始動電
動機として用い、機開始動後はこの無整流子電動機を交
流同期発電機として作動させるようにしたものである。In order to achieve the above object, the present invention uses a non-commutated motor with a large starting torque as a starting motor by directly connecting it to the crankshaft of the engine, and after starting the engine, this non-commutated motor is operated as an AC synchronous generator. This is how it was done.
以下、本発明の実施例を図面を用いて説明する。Embodiments of the present invention will be described below with reference to the drawings.
第２図は本発明による機関始動充電装置の本体部分を示
す一実施例図である。FIG. 2 is a diagram showing an embodiment of the main body of the engine starting charging device according to the present invention.
同図において、始動兼充電装置本体２１は、回転界磁極
２２ａ、２２ｂ、励磁巻線２６、電機子鉄心２４、電機
子巻線２５、クランク角検出器２６を主要素として構成
されている。強磁性体で作られた１対のくし形界磁極２
２ａ、２２ｂはそれらの磁極部が円周方向に交互に位置
するよう、にリング２７を介して一体に結合されている
。リング２７は非磁性体で作るのが良い。フライホイー
ルを兼ねた界磁極２２ａは機関のクランク軸２８に嵌合
し、ボルト２９によりクランク軸２８の軸端に強固に取
付けられている。界磁極２２ａの側部には後述するクラ
ンク角度検出器２６と組合わされてクランク角度の検出
に用いられる切欠き３０がある。この切欠き３０は、界
磁極２２ａが有する磁極数と同数だけ円周上に等間隔に
設けられている。切欠き３０の円周方向の幅は、角度に
して３６０°を切欠き数で割った値の半分程度になるよ
うにする。第３図に回転界磁極２２２．２２ｂとリング
２７の外観を斜視図で示す。励磁巻線２３は界磁極２２
ａ、２２ｂを励磁するだめのもので、界磁鉄心３１に取
付けられている。界磁鉄心３１は図示しないボルトによ
りリヤプレート３２に取付は固定されており、界磁極２
２ａとは軸方向に若干の空隙ａを介して対向し、界磁極
２２ｂとは径方向に若干の空隙すを介して対向している
。本実施例では励磁巻線２３を固定側に設けて集電環を
省略しているが、励磁巻線２３に流れる電流は電機子巻
線２５の電流に比べるとはるかに小さいので、集電環お
よびブラシを介して通電するようにしても゛よい。電機
子鉄心２４はけい素鋼板を積層して作られ、その内周部
には電機子巻線２５を収める溝が多数設けられている。In the figure, a starter/charging device main body 21 includes rotating field poles 22a and 22b, an excitation winding 26, an armature core 24, an armature winding 25, and a crank angle detector 26 as main elements. A pair of comb-shaped field poles 2 made of ferromagnetic material
2a and 22b are integrally coupled via a ring 27 so that their magnetic pole portions are alternately located in the circumferential direction. The ring 27 is preferably made of non-magnetic material. The field pole 22a, which also serves as a flywheel, fits onto the crankshaft 28 of the engine and is firmly attached to the shaft end of the crankshaft 28 with bolts 29. A notch 30 is provided on the side of the field pole 22a and is used in combination with a crank angle detector 26, which will be described later, to detect the crank angle. The same number of notches 30 as the number of magnetic poles that the field pole 22a has are provided at equal intervals on the circumference. The width of the notch 30 in the circumferential direction is set to be about half of the value obtained by dividing 360 degrees by the number of notches. FIG. 3 shows a perspective view of the appearance of the rotating field poles 222, 22b and the ring 27. The excitation winding 23 is the field pole 22
This is for exciting the magnets a and 22b, and is attached to the field core 31. The field core 31 is fixed to the rear plate 32 with bolts (not shown), and the field core 31 is fixed to the rear plate 32 by bolts (not shown).
2a in the axial direction with a slight gap a therebetween, and the field pole 22b in the radial direction with a slight gap a in between. In this embodiment, the excitation winding 23 is provided on the fixed side and the current collection ring is omitted, but since the current flowing through the excitation winding 23 is much smaller than the current in the armature winding 25, the current collection ring is omitted. Also, electricity may be applied through a brush. The armature core 24 is made of laminated silicon steel plates, and its inner periphery is provided with a number of grooves in which the armature windings 25 are accommodated.
電機子巻線２５は、通常の無整流子電動機と同様に三相
の分布巻にしである。電機子鉄心２４および電機子巻線
２５の外観を第４図に斜視図で示す。電機子鉄心２４は
固定枠３３に嵌合して図示しないキーにより固定枠３３
に対して位置合わせされ、かつ回転を阻止されている。The armature winding 25 is a three-phase distributed winding like a normal commutatorless motor. The appearance of the armature core 24 and armature winding 25 is shown in a perspective view in FIG. The armature core 24 is fitted into the fixed frame 33 and locked by a key (not shown).
and is prevented from rotating.
５４は電機子鉄心２４を固定枠６５に対して軸方向に固
定する充めのスペーサ３５はばねリング、５６Ｆｉ固定
枠３３をリヤプレート５２に取付は固定しているボルト
である。リヤプレート６２は図示しない機関本体に取付
けられている。クランク角度検出器２６は後述する電機
子電流切換回路４９を作動させる信号源となるる。該近
接スイッチは、界磁極２２ａの切欠き３０が設けられた
円周線上にその検出端が対向するようにリヤグレート３
２に増付けられており、界磁極２２ａの切欠き部と非切
欠き部におけるインタフタンス変化により発振条件が変
化してクランク角度（界磁極位置）に対応する１”また
は”０”の２値信号を出力する。電機子巻線２４を三相
とした場合、クランク角度検出器２６は６個設置される
。６７はクランク軸２８と変速機駆動軸３８との間の動
力の伝達を断続するクラッチで、ここではクラッチディ
スク３９、プレッシャプレート４０、ダイヤフラムスプ
リング（皿ばね）４１、ワイヤリング４２．４３、クラ
ッチカバー４４からなるダイヤプラムスプリング・クラ
ッチを用いており、クラッチカバー４４はボルト４５に
よりフライホイールを兼ねた界磁極２２ａに取付けられ
ている。周知のｉうに、クラッチペダル（図示せず）が
踏み込まれていないときには、ダイヤフラムスプリング
４１の張力がてこ作用にょリプレツシャプレート４０を
介してクラッチディスク５９に加わり、変速機駆動軸３
８上に取付けられたクラッチディスク３９を界磁極２２
ａの側面に圧着して、クラッチを接続状態にする。クラ
ッチペダルを踏み込むと、図示しないスリーブが軸方向
に摺−してダイヤプラムスプリング４１の中央部を矢印
Ｃ方向に押し、このためダイヤプラムスプリング４１は
ワイヤリング４２．４５を支点として反転し、クラッチ
ディスク３９への加圧力が解除され・て、クラッチは切
断状態となり、クランク軸２８と変速機駆動軸６８との
間の動力伝達が断たれる。このように始動兼充電装置本
体の回転界磁極２２ａを機関のクランク軸に直結し、さ
らにこの回転界磁極２２ａをクランク軸と変速機駆動軸
との間を断続するクラッチ５７の担体に兼用することに
より、始動兼充電装置本体２１とクラッチ５７とを一体
化して機関の動力伝達系の途中にコンパクトに組み込む
ことができる。Reference numeral 54 designates a spacer 35 that fixes the armature core 24 to the fixed frame 65 in the axial direction, and a spring ring, and a bolt that fixes the 56Fi fixed frame 33 to the rear plate 52. The rear plate 62 is attached to an engine body (not shown). The crank angle detector 26 serves as a signal source for operating an armature current switching circuit 49, which will be described later. The proximity switch is mounted on a rear plate 3 such that its detection end faces the circumferential line in which the notch 30 of the field pole 22a is provided.
2, and the oscillation conditions change due to interface changes in the notched and non-notched parts of the field pole 22a, resulting in a binary value of 1" or "0" corresponding to the crank angle (field pole position). Outputs a signal. When the armature winding 24 is three-phase, six crank angle detectors 26 are installed. 67 interrupts the transmission of power between the crankshaft 28 and the transmission drive shaft 38. The clutch uses a diaphragm spring clutch consisting of a clutch disc 39, a pressure plate 40, a diaphragm spring (disc spring) 41, wiring 42, 43, and a clutch cover 44, and the clutch cover 44 is connected to the flywheel by bolts 45. As is well known, when the clutch pedal (not shown) is not depressed, the tension of the diaphragm spring 41 is applied to the clutch disk via the pressure plate 40. 59, transmission drive shaft 3
The clutch disc 39 mounted on the field pole 22
Crimp the side of a to connect the clutch. When the clutch pedal is depressed, a sleeve (not shown) slides in the axial direction and pushes the center part of the diaphragm spring 41 in the direction of arrow C. Therefore, the diaphragm spring 41 reverses around the wiring ring 42, 45 as a fulcrum, and the clutch disc 39 is released, the clutch becomes disengaged, and power transmission between the crankshaft 28 and the transmission drive shaft 68 is cut off. In this way, the rotating field pole 22a of the main body of the starting/charging device is directly connected to the crankshaft of the engine, and the rotating field pole 22a is also used as a carrier for the clutch 57 that connects and disconnects between the crankshaft and the transmission drive shaft. Therefore, the starting/charging device main body 21 and the clutch 57 can be integrated and compactly installed in the middle of the power transmission system of the engine.
第５図に全体の回路構成を示す。４６はパーツテリ、４
７はキースイッチで、ｄがイグニノ７ヨ／側接点、ｅが
スタート側接点である。４８は励磁巻線２３に流れる電
流を制御する励磁電流制御回路で、これは、発電状態に
おいてはバッテリ４６の端子電圧を検出してその電圧値
を所定の値に保つように励磁電流を制御するものである
。始動状態においては大電流が流れるためバッテリ４６
の端子電圧が低く、励磁電流は最大で一定となるので、
電動機の特性としては分巻特性となるが、負荷の要求に
よっては、バッテリ４６の端子電圧により励磁電流を変
化させてもよりし、さらにバッテリ４６からキースイッ
チのスタート側接点ｅおよび電機子電流切換回路４９を
経て電機子巻線２５へ流れる電流をも検出してこれに対
応した励磁電流の制御を行なうことにより、電動機に複
巻或いは直巻特性をもたせることもできる。５０〜５５
は機関始動後に発電機出力電圧を直流に変換して取出す
ため、電機子巻線２５に接続された三相全波整流回路を
構成するダイオードである。。FIG. 5 shows the overall circuit configuration. 46 is part Terry, 4
7 is a key switch, d is the IGNINO 7/ side contact, and e is the start side contact. Reference numeral 48 denotes an excitation current control circuit that controls the current flowing through the excitation winding 23. In the power generation state, this circuit detects the terminal voltage of the battery 46 and controls the excitation current so as to maintain the voltage value at a predetermined value. It is something. In the starting state, a large current flows, so the battery 46
Since the terminal voltage of is low and the excitation current is constant at maximum,
The motor has a shunt-winding characteristic, but depending on the load requirements, the excitation current may be changed by the terminal voltage of the battery 46, and the battery 46 can be used to switch the start side contact e of the key switch and the armature current. By also detecting the current flowing to the armature winding 25 via the circuit 49 and controlling the excitation current accordingly, the motor can be given compound winding or series winding characteristics. 50-55
is a diode constituting a three-phase full-wave rectifier circuit connected to the armature winding 25 in order to convert the generator output voltage into direct current and extract it after the engine is started. .
電機子巻線２５、クランク角度検出器２６の構成につい
ては前述したが、次にこれらと電機子電流切換回路４９
との関係および電機子電流切換回路４９の構成を第６図
を参照して説明する。The configurations of the armature winding 25 and the crank angle detector 26 have been described above, but next, these and the armature current switching circuit 49
6 and the structure of the armature current switching circuit 49 will be explained with reference to FIG.
第６図に示す電機子電流切換回路４９の入力側は前記キ
ースイッチ４７のスタート側接点ｅに接続されており、
ツェナダイオード５６は抵抗５７とともに始動時一定電
圧を作り出す。５８〜６５は電流切換用トランジスタで
、図ではそれぞれ１個のトランジスタとなっているが、
ダーリントン接続された複数のトランジスタとしてもよ
い。The input side of the armature current switching circuit 49 shown in FIG. 6 is connected to the start side contact e of the key switch 47,
Zener diode 56 together with resistor 57 creates a constant voltage during startup. 58 to 65 are current switching transistors, each of which is one transistor in the diagram,
A plurality of transistors may be connected in Darlington.
５８と５９．６０と６１．６２と６３の６対のトランジ
スタ間の分岐点はそれぞれ前記電機子巻線２５（７）Ｕ
、■、Ｗ各相端子に接続されている。Branch points between the six pairs of transistors 58, 59, 60, 61, 62, and 63 are connected to the armature winding 25 (7) U, respectively.
, ■, W Connected to each phase terminal.
６４〜６９は比較器で、Ｕ、■、Ｗ各相用のクランク角
度検出器２６の出力を設定電圧と比較してトランジスタ
５８〜６３をオンオフ動作させるだめの信号を発生する
。７０〜８１はツェナダイオード５６により作られた一
定電圧を分圧して比較器６４〜６９に設定電圧を与える
抵抗である。Comparators 64 to 69 compare the output of the crank angle detector 26 for each phase of U, ■, and W with a set voltage to generate signals for turning on and off the transistors 58 to 63. 70-81 are resistors that divide the constant voltage generated by the Zener diode 56 and provide set voltages to the comparators 64-69.
６４．６６．６８の各比較器はその一入力端子にクラン
ク角度検出器の出力電圧が印加され、６５．６７．６９
の各比較器はその十入力端子にクランク角度検出器の出
力電圧が印加される。これにより、５８と５９．６０と
６１．６２と６６の６対のトランジスタは互に相補的に
動作する。The output voltage of the crank angle detector is applied to one input terminal of each comparator of 64.66.68, and 65.67.69
The output voltage of the crank angle detector is applied to each of the comparators' input terminals. As a result, the six pairs of transistors 58, 59, 60, 61, 62, and 66 operate complementary to each other.
ここで、相補的とは前記６対のトランジスタが同時にオ
ンすることはないという意味であって、同時にオフする
期間が若干あっても差支えない。Here, "complementary" means that the six pairs of transistors are not turned on at the same time, and there is no problem even if there are some periods in which they are turned off at the same time.
この電機子電流切換回路は、ある期間にはたとえばトラ
ンジスタ６４．６７．６９がオン、トランジスタ６５．
６６．６８がオフとなってバッチＩＪ４６から供給され
る電流を電機子巻線２５のＵ相端子から■相およびＷ相
端子へ流し、次の期間にはトランジスタ６４．６６．６
９がオン、トランジスタ６５．６７．６８がオフとなっ
て電機子巻線２５のＵ相および■相端子からＷ相端子へ
電流を流し、さらに次の期間にはトランジスタ６５６６
°、６９がオン、トランジスタ６４．６７．６８がオフ
となって電機子巻線２５の■相端子からＵ相およびＷ相
端子へ電流を流すと言ったように、クランク角度検出器
２６の出力信号に応じて電機子巻線２５に流れる電流の
方向を切換え、電機子巻線２５の作る磁界が回転界磁極
２２ａ、２２ｂによる磁界に対して常に一定の位相差（
了）をもつ回転磁界になるようにする。このことは通常
の無整流子電動機と同様である。ｔＴ、Ｖ、Ｗ各相用の
クランク角度検出器２６は、それぞれの出力が電機子電
流の切換に必要な所定の順序で周期的に変化するように
回転界磁極２２ａに対向して配置されている。本実施例
ではクランク角度検出器として近接スイッチを用いてい
るが、光電素子、磁気感応素子等の他のセンサを用いて
クランク角度の検出を行なっても同様の作用効果が得ら
れることは言うまでもない、。In this armature current switching circuit, for example, transistors 64, 67, and 69 are on and transistors 65, 65, and 69 are on during a certain period.
66.68 is turned off, the current supplied from the batch IJ46 flows from the U-phase terminal of the armature winding 25 to the ■-phase and W-phase terminals, and in the next period, the transistor 64.66.6 is turned off.
9 is turned on, transistors 65, 67, and 68 are turned off, allowing current to flow from the U-phase and ■-phase terminals of the armature winding 25 to the W-phase terminal, and in the next period, transistors 6566 and 68 are turned off.
°, 69 is on, transistors 64, 67, and 68 are off, causing current to flow from the ■phase terminal of the armature winding 25 to the U-phase and W-phase terminals, the output of the crank angle detector 26 The direction of the current flowing through the armature winding 25 is switched according to the signal, so that the magnetic field created by the armature winding 25 always has a constant phase difference (
so that the rotating magnetic field has a This is similar to a normal commutatorless motor. The crank angle detectors 26 for each of the tT, V, and W phases are arranged opposite to the rotating field pole 22a so that their respective outputs change periodically in a predetermined order necessary for switching the armature current. There is. In this embodiment, a proximity switch is used as the crank angle detector, but it goes without saying that similar effects can be obtained by detecting the crank angle using other sensors such as a photoelectric element or a magnetically sensitive element. ,.
第５図にもどって、今機関が停止している状態でキース
イッチ４７をスタート位置にすると、前述したように励
磁巻線２３および電機子巻線２５に電流が流れ、これに
よって回転界磁極２２ａ、２２ｂにトルクが発生し、直
結したクランク軸２８を回転させる。界磁極２２ａ、２
２．ｂが回り始めると、クランク角度検出器２６が界磁
極位置を検出し、電機子巻線２５の作る回転磁界の速度
が界磁極の回転速度と同一になるように電機子電流切換
回路４９を作動させるので、界磁極２２ａ、２２ｂはト
ルクを得てさらに加速する。このような正帰還作用によ
って強力な起動トルクが得られるため、直結駆動により
機関を短時間に始動させることができる。機関が始動す
れば界磁極の回転速度はさらに上昇し、従って電機子巻
線２５に発生する逆起電力が大きくなるので、不必要な
始動電流が流れることもない。機関始動後、キースイッ
チ４７をイグニッション位置にすると、始動兼充電装置
本体２１は交流同期発電機として作動し効率良く発電が
できる。その発生電力はダイオード５０〜５５により直
流に変換されてバッテリ４６および車両内の電装品へ供
給される。Returning to FIG. 5, when the key switch 47 is set to the start position while the engine is stopped, current flows through the excitation winding 23 and the armature winding 25 as described above, thereby causing the rotating field pole 22a , 22b, which rotates the directly connected crankshaft 28. Field poles 22a, 2
2. When b begins to rotate, the crank angle detector 26 detects the field pole position and operates the armature current switching circuit 49 so that the speed of the rotating magnetic field created by the armature winding 25 becomes the same as the rotation speed of the field pole. As a result, the field poles 22a and 22b obtain torque and further accelerate. Since a strong starting torque is obtained by such a positive feedback effect, the engine can be started in a short time by direct drive. When the engine starts, the rotational speed of the field pole further increases, and therefore the back electromotive force generated in the armature winding 25 increases, so that no unnecessary starting current flows. After starting the engine, when the key switch 47 is set to the ignition position, the starting/charging device main body 21 operates as an AC synchronous generator and can efficiently generate electricity. The generated power is converted into direct current by diodes 50 to 55 and supplied to battery 46 and electrical components in the vehicle.
第７図は本発明の他の実施例を示す回路図である。本実
施例はキースイッチ４７のスタート側接点をなくし、新
たにクラッチスイッチ８２を設けたもので、それ以外の
構成は前記実施例と変わりがない。クラッチスイッチ８
２は第２図のクラノチ３７を作動させるクラッチペダル
（図示せず）に連動して電機子電流切換回路４９とバッ
テリ４６とを結ぶ回路を開閉するように構成されている
。FIG. 7 is a circuit diagram showing another embodiment of the present invention. In this embodiment, the start side contact of the key switch 47 is eliminated and a clutch switch 82 is newly provided, and other than that, the configuration is the same as that of the previous embodiment. clutch switch 8
Reference numeral 2 is configured to open and close a circuit connecting an armature current switching circuit 49 and a battery 46 in conjunction with a clutch pedal (not shown) that operates a clutch clutch 37 shown in FIG.
機関が停止している状態でキースイッチ４７をイグニッ
ション位置にし、クラッチペダルを踏み込むと、クラッ
チスイッチ８２の接点が閉じ、この接点を通じて電機子
電流切換回路４９に電流が流れるので、界磁極２２ａ、
２２ｂが回転して機関を始動させる。機関始動後、変速
機（図示せず）を二−−トラル位７置にしてクラッチペ
ダルを解放し、機関を暖機運転する。この構成によると
、クラッチペダルを踏み込んでいるとき、すなわち前記
クラッチ３７が切断状態にあるときは、バッテリ４６に
電機子電流切換回路４９が接続されていて、機関が停止
しようとすれば電機子電流切換回路４９が作動して界磁
極２２ａ、２２ｂに始動トルクを発生させるので、エン
ストを起こすことがない。変速機が二−−トラル位置に
なく、かつクラッチペダルも踏まないで車両を停止させ
るとエンストを起こすが、この場合でもクラッチペダル
を踏むとすぐ機関が始動するので、そのままアクセルペ
ダルを踏んで発進できる。したがって、実用上エンスト
がないと言える。When the key switch 47 is set to the ignition position and the clutch pedal is depressed while the engine is stopped, the contact of the clutch switch 82 closes and current flows through this contact to the armature current switching circuit 49, so that the field pole 22a,
22b rotates to start the engine. After starting the engine, the transmission (not shown) is placed in the bi-tral position 7, the clutch pedal is released, and the engine is warmed up. According to this configuration, when the clutch pedal is depressed, that is, when the clutch 37 is in the disconnected state, the armature current switching circuit 49 is connected to the battery 46, and when the engine is about to stop, the armature current switching circuit 49 is connected to the battery 46. Since the switching circuit 49 operates to generate starting torque in the field poles 22a and 22b, engine stalling does not occur. If the transmission is not in the neutral position and you stop the vehicle without pressing the clutch pedal, the engine will stall, but even in this case, the engine will start as soon as you press the clutch pedal, so just press the accelerator pedal and start. can. Therefore, it can be said that there is no stalling in practical terms.
以上説明したように本発明による機関始動充電装置は、
充電発電機兼始動電動機を機関のクランク軸に直結して
作動させる構成としたため、慣性始動方式による従来例
に比べて始動時間が短く、また従来例のように始動用ク
ラッチのすべりによるエネルギー損失がないので、始動
用電力の低減したがって機関の燃費向上が図れる。さら
に、始動用クラッチをなくしたことによって装置全体を
より小形簡単化でき、しかもこの装置には整流子摩擦板
等の摩耗しやすい部分がないので耐久性に富み、頻繁な
始動にも耐えることができる。それに加えて、第７図の
実施例のように電機子電流切換回路とバッテリとを結ぶ
スイッチを車両のクラッチペダルに連動して断続させる
ようにすれば、クラッチペダルの踏み込みによって機関
を即時始動でき、実用上エンストをなくすことができる
という効果が得られる。As explained above, the engine starting charging device according to the present invention has the following features:
Because the charging generator/starting motor is directly connected to the engine crankshaft for operation, the starting time is shorter than in conventional inertia starting systems, and there is no energy loss due to slipping of the starting clutch as in conventional systems. Therefore, it is possible to reduce the starting power and thus improve the fuel efficiency of the engine. Furthermore, by eliminating the starting clutch, the entire device can be made smaller and simpler, and since this device does not have parts that are prone to wear such as commutator friction plates, it is highly durable and can withstand frequent starting. can. In addition, if the switch connecting the armature current switching circuit and the battery is turned on and off in conjunction with the clutch pedal of the vehicle, as in the embodiment shown in Fig. 7, the engine can be started immediately by pressing the clutch pedal. , it is possible to obtain the effect that engine stalling can be practically eliminated.
第１図は従来の慣性始動方式による機関始動充電装置の
概要図、第２図は本発明の一実施例を示す要部側断面図
、第６図は第２図中に示した回転界磁極の斜視図、第４
図は同じく電機子の斜視図第５図は本発明の一実施例の
全体回路図、第６図は第５図中の電機子電流切換回路の
詳細図、第７図は本発明の他の実施例の全体回路図であ
る。
２１・・・始動兼充電装置本体
２２８．２２ｂ・・・回転界磁極
２３・・・励磁巻線 ２４・・・電機子鉄心２５
・・・電機子巻線
２６・・・クランク角度検出器
２８・・・クランク軸
２９・・・回転界磁極重付ボルト
３０・・・クランク角度検出用切欠き
３１・・・界磁鉄心 ３７・・・クラッチ３８・
・・変速機駆動軸 ４６・・・バッテリ４７・・・キ
ースイッチ ４８・・・励磁電流制御回路４９・・・
電機子電流切換回路
５０〜５５・・・整流回路を構成するダイオード８２・
・・クラッチスイッチ
代理人弁理士 中村純之助Fig. 1 is a schematic diagram of an engine starting charging device using a conventional inertia starting method, Fig. 2 is a sectional side view of a main part showing an embodiment of the present invention, and Fig. 6 is a rotating field pole shown in Fig. 2. Perspective view of 4th
5 is a general circuit diagram of one embodiment of the present invention, FIG. 6 is a detailed diagram of the armature current switching circuit in FIG. 5, and FIG. 7 is a perspective view of another embodiment of the present invention. FIG. 2 is an overall circuit diagram of an embodiment. 21... Starting and charging device main body 228.22b... Rotating field pole 23... Excitation winding 24... Armature core 25
... Armature winding 26 ... Crank angle detector 28 ... Crank shaft 29 ... Rotating field pole weighted bolt 30 ... Crank angle detection notch 31 ... Field iron core 37.・Clutch 38・
...Transmission drive shaft 46...Battery 47...Key switch 48...Exciting current control circuit 49...
Armature current switching circuits 50 to 55...Diodes 82 constituting the rectifier circuit.
...Clutch switch patent attorney Junnosuke Nakamura
Claims (1)
と、これを励磁するだめの励磁巻線と、機関本体に固定
された電機子鉄心およびこれに巻かれた電機子巻線と、
クランク角度検出器とで構成される始動兼充電装置本体
に、該始動兼充電装置本体を始動電動機として作動させ
る際、前記電機子巻線が前記回転界磁極の磁界に対して
一定の位相差をもつ回転磁界を形成するように前記クラ
ンク角度検出器の出力信号に応じて前記電機子巻線に流
れる電流の方向を切換える電機子電流切換回路と機関始
動時に該電機子電流切換回路をバッテリに接続するため
のスイッチと、前記励磁巻線に流れる電流を制御する励
磁電流制御回路と、機関始動後に前記電機子巻線に発生
する電圧を直流に変えて取り出すため該電機子巻線に接
続された整流回路とを組合わせてなる機開始動充電装置
。 （２） 前記スイッチが、機関のクランク軸と変速機
駆動軸との間を断続するクラッチの切断時には前記電機
子電流切換回路とバッテリとを結ぶ回路を閉じ、該クラ
ッチの接続時にはその回路を開くようにクラッチペダル
に連動して開閉動作するクラッチスイッチであることを
特徴とする特許請求の範囲（１）項記載の機開始動充電
装置。 （６）前記回転界磁極が、機関のクランク軸と変速機駆
動軸との間を断続するクラッチの担体を兼ねて構成され
ていることを特徴とする特許請求の範囲（１）項記載の
機開始動充電装置。[Scope of Claims] (1) A rotating field pole attached to the crankshaft of the engine, an excitation winding that excites it, an armature core fixed to the engine body, and an armature wound around the rotating field pole. winding and
When the starting/charging device body is operated as a starting motor, the armature winding has a certain phase difference with respect to the magnetic field of the rotating field pole. an armature current switching circuit that switches the direction of current flowing through the armature winding according to an output signal of the crank angle detector so as to form a rotating magnetic field with a rotational magnetic field; and when the engine starts, the armature current switching circuit is connected to a battery. an excitation current control circuit for controlling the current flowing through the excitation winding; and an excitation current control circuit connected to the armature winding for converting the voltage generated in the armature winding into direct current and extracting it after the engine is started. A machine-starting charging device combined with a rectifier circuit. (2) The switch closes the circuit connecting the armature current switching circuit and the battery when the clutch that connects and connects the engine crankshaft and the transmission drive shaft is disconnected, and opens the circuit when the clutch is connected. The in-flight dynamic charging device according to claim (1), characterized in that it is a clutch switch that opens and closes in conjunction with a clutch pedal. (6) The machine according to claim (1), wherein the rotating field pole is configured to also serve as a carrier for a clutch that connects and connects the crankshaft of the engine and the transmission drive shaft. Starting dynamic charging device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17649881A JPS5879668A (en) | 1981-11-05 | 1981-11-05 | Engine starting and charging equipment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17649881A JPS5879668A (en) | 1981-11-05 | 1981-11-05 | Engine starting and charging equipment |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5879668A true JPS5879668A (en) | 1983-05-13 |
| JPS6154949B2 JPS6154949B2 (en) | 1986-11-25 |
Family
ID=16014700
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP17649881A Granted JPS5879668A (en) | 1981-11-05 | 1981-11-05 | Engine starting and charging equipment |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5879668A (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6043147U (en) * | 1983-09-01 | 1985-03-27 | 日産自動車株式会社 | Engine automatic stop/start device |
| JPS6043145U (en) * | 1983-08-31 | 1985-03-27 | 日産自動車株式会社 | Engine automatic stop/start device |
| JPS6075763A (en) * | 1983-09-30 | 1985-04-30 | Hino Motors Ltd | Retarder for car |
| JPS62268370A (en) * | 1986-02-13 | 1987-11-20 | ル−カス インダストリ−ズ パブリツク リミテイド カンパニ− | Starter generator for starting internal conbustion engine |
| JPS63198562A (en) * | 1987-02-12 | 1988-08-17 | Mitsubishi Electric Corp | Engine starter/charger |
| EP0302118A1 (en) * | 1987-02-10 | 1989-02-08 | Mitsubishi Denki Kabushiki Kaisha | Rotary machine |
| US7362001B2 (en) | 2002-10-28 | 2008-04-22 | Toyota Jidosha Kabushiki Kaisha | Generator-motor |
| US7411324B2 (en) | 2002-10-28 | 2008-08-12 | Toyota Jidosha Kabushiki Kaisha | Generator-motor |
| JP2012017669A (en) * | 2010-07-07 | 2012-01-26 | Hitachi Koki Co Ltd | Engine for portable working machine, and portable working machine with the same |
| CN110417187A (en) * | 2018-04-27 | 2019-11-05 | 株式会社艾科赛迪 | Rotating electric machine |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63195382A (en) * | 1987-02-10 | 1988-08-12 | Mitsubishi Electric Corp | Starting and charging device for engine |
| JPS63198561A (en) * | 1987-02-12 | 1988-08-17 | Mitsubishi Electric Corp | Engine starter/charger |
| JPS63198564A (en) * | 1987-02-12 | 1988-08-17 | Mitsubishi Electric Corp | Starting charger for engine |
| WO1988006371A1 (en) * | 1987-02-13 | 1988-08-25 | Mitsubishi Denki Kabushiki Kaisha | Starter/charger of engine |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS50109333A (en) * | 1974-02-07 | 1975-08-28 | ||
| JPS5319317U (en) * | 1976-07-28 | 1978-02-18 | ||
| JPS54124830U (en) * | 1978-02-20 | 1979-08-31 | ||
| JPS564625U (en) * | 1979-06-26 | 1981-01-16 |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5214513A (en) * | 1975-07-25 | 1977-02-03 | Hitachi Metals Ltd | Alloy steel for tools |
-
1981
- 1981-11-05 JP JP17649881A patent/JPS5879668A/en active Granted
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS50109333A (en) * | 1974-02-07 | 1975-08-28 | ||
| JPS5319317U (en) * | 1976-07-28 | 1978-02-18 | ||
| JPS54124830U (en) * | 1978-02-20 | 1979-08-31 | ||
| JPS564625U (en) * | 1979-06-26 | 1981-01-16 |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6043145U (en) * | 1983-08-31 | 1985-03-27 | 日産自動車株式会社 | Engine automatic stop/start device |
| JPS6043147U (en) * | 1983-09-01 | 1985-03-27 | 日産自動車株式会社 | Engine automatic stop/start device |
| JPS6075763A (en) * | 1983-09-30 | 1985-04-30 | Hino Motors Ltd | Retarder for car |
| JPH0243029B2 (en) * | 1983-09-30 | 1990-09-26 | ||
| JPS62268370A (en) * | 1986-02-13 | 1987-11-20 | ル−カス インダストリ−ズ パブリツク リミテイド カンパニ− | Starter generator for starting internal conbustion engine |
| EP0302118A1 (en) * | 1987-02-10 | 1989-02-08 | Mitsubishi Denki Kabushiki Kaisha | Rotary machine |
| JPS63198562A (en) * | 1987-02-12 | 1988-08-17 | Mitsubishi Electric Corp | Engine starter/charger |
| US7362001B2 (en) | 2002-10-28 | 2008-04-22 | Toyota Jidosha Kabushiki Kaisha | Generator-motor |
| US7411324B2 (en) | 2002-10-28 | 2008-08-12 | Toyota Jidosha Kabushiki Kaisha | Generator-motor |
| JP2012017669A (en) * | 2010-07-07 | 2012-01-26 | Hitachi Koki Co Ltd | Engine for portable working machine, and portable working machine with the same |
| CN110417187A (en) * | 2018-04-27 | 2019-11-05 | 株式会社艾科赛迪 | Rotating electric machine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6154949B2 (en) | 1986-11-25 |
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