EP1173673B1 - Schwungradstarter/generator - Google Patents

Schwungradstarter/generator Download PDF

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Publication number
EP1173673B1
EP1173673B1 EP99954488A EP99954488A EP1173673B1 EP 1173673 B1 EP1173673 B1 EP 1173673B1 EP 99954488 A EP99954488 A EP 99954488A EP 99954488 A EP99954488 A EP 99954488A EP 1173673 B1 EP1173673 B1 EP 1173673B1
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EP
European Patent Office
Prior art keywords
flywheel
engine
electric machine
mode
machine according
Prior art date
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Expired - Lifetime
Application number
EP99954488A
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English (en)
French (fr)
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EP1173673A2 (de
Inventor
Johannes Karel Schuursma
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Individual
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    • 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
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
    • F02N15/043—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the gearing including a speed reducer
    • F02N15/046—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the gearing including a speed reducer of the planetary type
    • 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
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type

Definitions

  • This invention relates to an electric machine which may act as a (flywheel)-starter-motor, and/or a generator for internal-combustion-engines (called i.c.engines or engines hereafter).
  • a planetary gear/brake/clutch arrangement offers two gear-speeds and a freewheel. Thanks to the freewheel-mode, the machine may be permanently connected to the i.c.engine and is therefore perfectly suited for turbo-compounding, offering a fast shaft to combine a exhaust-turbine with a, preferably, non-turbo compressor.
  • the invention moreover relates to the various practical forms, matching control-devices and auxiliaries which enable the machine to be used in a number of different applications.
  • the electric configuration of the machines used may differ, depending on the application.
  • the E.D.T.C's main-function in PCT/NL88/00044 is to provide a fast turbo-shaft at more or less constant speed to compensate for the constantly alternating speed of car-engines.
  • the fast shaft in the current patent application offers no constant speed and is therefore better suited for non-turbo compressors.
  • the E.D.T.C may start as a conventional starter
  • the system is inefficient as a flywheelstarter.
  • the E.D.T.C. has no possibility of a freewheeling flywheel. Instead, to spin up the flywheel/outer-rotor, the inner-rotor has to rotate in the opposite direction.
  • the speed of the inner-rotor will be at least 3 times that of the flywheel, the inner-rotor and the sun-wheel quickly reach their upper speed-limit, severely limiting the maximum speed of the flywheel. Therefore said flywheel must be bulky to compensate for its low speed.
  • the E.D.T.C. has no two-speed provision, neither in motor- nor in generator-mode. Also, no practical solution is presented in PCT/NL88/00044 for establishing the need for a flywheel-start on the basis of engine-temperature and/or battery-condition. As for turbine/compressor operation: Lacking a freewheeling flywheel, the E.D.T.C. is unable to effectively preserve kinetic energy for the compressor to close the so called "turbine-gap" at low engine-speeds.
  • the invention provides for an electric machine, according to the features of claim 1.
  • the current machine can feed high amounts of surplus turbine power back directly to the crankshaft, independent of powering of the inverter or the electrical machine.
  • inverter-power and the power of the electrical machine will be considerably higher than necessary for starting alone, like in this patent, as it has to be proportional to the turbine-power handled.
  • Fig 1 shows the basic arrangement of the machine ( 101 ) where one side of the rotor is connected to sun-wheel ( 104 ) of a planetary gear ( 105 ) and the other side of said rotor is connected to flywheel (102).
  • the ringwheel (109) of said planetary gear is connected to a brake, preferably of the tape and drum type in which case said ringwheel preferably is encased in a oilcooled drum (112) around which the braketape (110) is positioned.
  • a servomotor, spindlemotor, or solenoid (111) acts upon said braketape.
  • the free running mode permits the accumulation of kinetic energy in said flywheel, while in brake mode said energy may be released, more or less gradually, to start the engine c.q. permitting a conventional direct start when totally blocked.
  • the outgoing shaft of said planetary gear is connected to planetcarrier (106) and the other side of said shaft is connected to the engine, be it directly or using the usual "Bendix" starter-construction of a splined sheath (113) and solenoid (114) arrangement, moving gear (107) into contact with engine-flywheel (108).
  • a similar planetary gear/ flywheel construction is used in a re-starting device for automobiles by Nissan Motor Co as described in the Japanese publication no 57159956 .
  • the planetary gear is connected to an alternator here and utilises the energy of a running motor, collecting it in the flywheel at the time of deceleration.
  • the outputshaft is connected to the ringwheel instead of the planetcarrier and two electric brakedisks are utilised to manipulate the respective parts of the planetary gear.
  • Said output shaft is connected to a separate starter.
  • Fig. 2 shows a construction for the manual operation of the flywheel-starter.
  • Ringwheel-brake (201) is operated using spring (202) and lever (203) whether or not using a bowden-cable.
  • Spring (202) is situated around rod (205) and may, in rest, permanently engage or disengage said brake, depending on the application.
  • Handle (209), acting on lever (203), has a switch (207) connected to it, to activate the starter and eventual glowplugs.
  • Springloaded securing-pin (206), keeping handle (209) in place once pulled, may be either manually operated or by a solenoid, activated by a centrifugal-switch at max. r.p.m.
  • the device As a flywheel-starter-motor the device is very well suited for use with Diesel-engines. Especially at low ambient temperatures these engines demand very heavy starter-motors and big batteries in order to compensate for the combined effects of reduced battery-capacity, low engine-temperature and lower compression-end-temperatures associated with freezing conditions. By storing kinetic energy, discharging the battery with relative low current over a longer period, the device is able to start the i.c.engine immediately.
  • Installed battery-capacity may be minimal and is applied much more favourably, while peak-currents are reduced. The latter is especially important with semi-conductor controlled machines i.e. permanent-magnet machines.
  • Fig. 3A shows a simple electric circuit for Diesel-engines with traditional manually activated glowplugs.
  • (Dashboard-)switch (301) activates solenoid/startrelays (302) which in turn activates startermotor (303).
  • contact (305) of relays (304) connects said starter in series with glowplugs (306) with may have a parallel or a series-parallel arrangement and act as current limitter for said starter in order to prevent a to rapid spin-up.
  • the machines control-electronics can be easily incorporated in existing temperature-based automatic diesel startcircuits, whether or not with a fixed preglow-timing.
  • Fig. 3B shows a electronic circuit with a more refined automatic startmode-selector. Beside engine temperature, battery-condition is tested here as well, both indirectly however. This makes the circuit very well suited for critical applications like emergency-power-generators etc. where battery-condition may be affected by long off-duty-cycles.
  • the circuit is shown here in spin-up mode.
  • the engine is started in a direct mode.
  • relays/solenoid (328) comes in, (closing the integrated switch (328) ) the starter and amplifier (321) are powered up.
  • Said amplifier feeds relays (320), closing contacts (320) one of which shortcuts series-connected glowplugs (331).
  • Brake servo (329) comes in and a direct start follows. This start-attempt may be aborted directly or after some revolutions, when the voltage-drop of the battery (330) is to big. As the internal resistance of the battery increases if its (charge-)condition decreases and temperature drops, this comes to expression as a resulting voltage-drop once the battery is heavily loaded, i.e. during the direct-start-mode of a cold engine.
  • Fig. 3C shows a circuit where engine temperature is measured directly, using thermistor (350) and temperature meter (352), already in place in most vehicle-dashboards. Again the circuit is shown in spinup mode. As condenser (353) is only charged via (355) when dashboardswitch (351) is closed, the starter always spins up before starting. The timing before a direct start takes place, now depends on the value of condenser (353) and the actual, temperature based, value of thermistor (350).
  • centrifugal switch (not shown here except for 407 in fig. 4 ) may switch off the machine when maximum flywheel-speed is reached. As at this point the battery-voltage very rapidly recovers, a direct start follows almost immediately. With conventional DC-series-motors its increasing impedance with rising r.p.m. (allowing battery-voltage to recover) may offer another reference. The machine may be switched to direct-mode once the (decreasing) voltage over the sparkplugs reach a given value.
  • FIG. 4a shows shows the relevant part in common.
  • the circuit is shown in the situation where relays (401) is deactivated because of low battery-voltage and its restcontact activates lamp (403). This is a signal to deactivate the ringwheelbrake thereby closing switch (405).
  • buzzer (405) sounds as a signal to engage the ringwheelbrake.
  • Fig. 4b shows a tacho-circuit to control the ringwheelbrake-tension.
  • Tacho (420) may be placed to the teeth of the engine-flywheel and its output, rectified by (421), used to control amp. (422) feeding brake-solenoid (423), or a servo- or spindlemotor.
  • the amplifier delivers full power to said solenoid until, with increasing engine-speed, the tacho-output exceeds the zener-threshold and reduces the power to the solenoid.
  • the amplifier may feed a spindlemotor and/or the tacho may be placed on the starter. The spindle-motor overcomes a spring-load and pulse the tape with a tachoregulated force.
  • said spindlemotor (501) is shown in a double-function. From its freewheel-middle-position it may act either for the ringwheel-brake or for a tacho-controlled locking device, locking the ringwheel and the planet-carrier of the planetary gear.
  • the spindlemotor can pull a flanged pin (503) through hollow outputshaft (504) against spring (505).
  • the actual locking device (506) Secured to the other end of said pin, through slots in said outputshaft, is the actual locking device (506), fitting in a blank space in the flange of brakedrum (508) when pulled to the left.
  • the locking construction is very similar to those used for planetary bicycle gearings, and it may be clear that wellknown alternative constructions may be used as well, for example using plate-couplings, to achieve the same result.
  • the resulting two-speed-plus-freewheel machine may be used as a starter/generator and directly coupled to the engine.
  • the two-step gearing allows for high generator-output at all engine speeds and the machine may act as a temporary power booster for extra acceleration by going into motor-mode.
  • Fig 6 shows a diagram for this, where machine (601) whether or not using extra step-up gears or a coupling (602) is connected to turbine (603) and a (preferably) non-turbo compressor (604).
  • non-turbo compressor like Wankel, Roots- and Velox-blowers
  • motor-efficiency may be increased by up to 15 % while the sustained compressor may increase specific power up to 35 % and more over the total bandwidth.
  • a problem with direct coupled turbo's lies in the sudden big speed variations while shifting gears.
  • a micro-controller not shown here, is fully able to coordinate the machines gearshifting and inverter-mode with turbo-, compressor- and engine-management whether or not in combination with servo-controlled compressor-input-restrictions and/or wastegates. Therefore, with sudden engine-speed variations the machine immediately goes into freewheel-mode during which the machines flywheel preserves power for the compressor, curing the dreaded turbo-gap by maintaining high compressor yield. In this freewheel-mode the machine may sustain or even increase compressor-speed by going into electric motor-mode. A very fast compressor-acceleration may further be achieved mechanically, by using the machine's first gear with the brake in slip-mode.

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  • 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)
  • Supercharger (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Eletrric Generators (AREA)
  • Iron Core Of Rotating Electric Machines (AREA)

Claims (10)

  1. Vorrichtung zum Starten von Verbrennungsmotoren, dadurch gekennzeichnet, dass die Vorrichtung einen Elektromotor enthält und die Rotorwelle der erwähnten Elektromotor, mit einem Schwungrad und mit dem Sonnenrad eines Planetengetriebes direct verbunden ist, und die Ausgang Welle des besagten planetarischen Zahnrades konfiguriert ist um an die Verbrennungsmotor angeschlossen zu werden..
  2. Vorrichtung entsprechend vorhergehendem Anspruch, in dem die abgehende Welle des genannten Planetengetriebes an einer Seite mit dem Planetenradträger verbunden ist, während die andere Seite der erwähnten Welle mehr oder weniger direkt, in permanenter Verbindung mit der Kurbenwelle des Verbrennungsmotors ist, oder mit der für Startmotoren gebrauchlichen Bendixkonstuktion versehen ist, die, mittels eines Solenoids, ein Zahnrad mit dass Schwungrad des gemeinten Motors im Verbindung bringt.
  3. Vorrichtung entsprechend vorhergehenden Ansprüchen, in denen das Hohlrad des genannten Zahnradsystems in einer Bremstrommel eingefasst ist, wobei im Leerlaufmodus, die Speicherung der kinetischen Energie in besagtem Schwungrad ermöglicht ist, während im gesagten Bremsmodus ein normaler Direct-start ermöglicht bzw Energie wird freigegeben für ein Schwungradstartmodus.
  4. Vorrichtung entsprechend vorhergehenden Ansprüchen, in denen ein elektrische Schaltung zugunsten eines Schwungradstartmotors für Dieselmotoren, dadurch gekennzeichnet ist, dass die erwähnte Maschine dass Schwungrad während einer eventuellen Vorglühperiode hochdreht, in der die elektrischen Leistung der gemeinten Maschine begrenzt wird durch, auf einerlei Weise geschalteten, mit der Maschine aber seriell geschalteten Glühkerzen, die vor dem tatsächlichen Start kurzgeschlossen werden.
  5. Vorrichtung entsprechend vorhergehenden Ansprüchen, in denen ein elektrische Schaltung zugunsten eines Schwungradstartmotors dadurch gekennzeichnet ist, dass die Feststellung der Notwendigkeit zum Schwungradstart und die Länge einer eventuellen Vorglüh- oder Hochdrehperiode, dadurch stattfindet, dass während eines direkten Starts der Komplex der Startfaktoren, in Kombination mit der Temperatur des Motors oder nicht, und Batteriekondition festgestellt wird mittels einer Registrierung des Spannungsverfalls über dem innerlichen Widerstand der Startbatterie, und vorzugsweise einer in Reihe-geschaltenen Zener-diode, die eine Schwelle bildet, worunter die besagte Bremse entaktiviert wird für dass Hochdrehen des besagten Schwungrades.
  6. Vorrichtung entsprechend vorhergehenden Ansprüchen, in denen ein elektrische Schaltung dadurch gekennzeichnet ist, dass zur Registrierung des gemeinten Spannungsverfalls, während des erwähnten direkten Starts, mittels eines Widerstandes und einer Diode, einen anfänglich geladenen Kondensator bis zur aktuellen Spannungsebene der Batterie entladen wird, wobei der direkte Start zugunsten einer eventuellen Vorglüh- oder Hochdrehperiode abgebrochen wird, wenn die erwähnte Spannungsebene bis unter einem gegebenen Schwellenwert sinkt, wonach eine eventuelle Wiederherstellungszeit bis über dem erwähnten Wert maßgebend für die Länge der gemeinten Hochdrehperiode ist.
  7. Vorrichtung entsprechend vorhergehenden Ansprüchen, in denen, für eine Doppeltfunction als Generator, besagte Maschine, mehr oder weniger direkt, verbunden ist mit der Kurbelwelle von genannten Verbrennungsmotor und wobei das Servosystem mittels eine Fixierung von mindestens zwei Elementen des genannten planetarischen Zahnrades, zusammen mit vorhergehenden Massnahmen zwei Getriebeverhältnisse und ein Freilaufmodus entsteht.
  8. Vorrichtung entsprechend vorhergehenden Ansprüchen dadurch gekennzeichnet, dass der Elektromotor von gemeinte elektrische Maschine invers ausgeführt werden kann und extra Schwungrad-masse am Aussenrotor zugeführt werden kann.
  9. Vorrichtung entsprechend vorhergehenden Ansprüchen, in denen der Rotor der genannten Elektromotors, ob oder nicht mit extra Zahnrädern oder Kupplungen, an eine oder mehrere Abgasturbinen und/oder einen oder mehrere Kompressoren angeschlossen wird.
  10. Vorrichtung entsprechend vorhergehenden Ansprüchen, in denen ein Steuersystem für die elektrische Maschine wobei, auf Grund von Tachoinformation oder die Informationen die Kupplung, die Bremse oder das Gaspedal betreffend, plötzliche (erwartete) Änderungen der Verbrennungsmotor-drehzahl einen Freilaufmodus der genannten Maschine ergibt, während dessen ein Zweiquadrant Inverter in den Generator oder in Motormodus einsteigen kann, zum Steuerung der genannten Schwungrad-drehzahl und/oder der genannten Maschine in einem gleitenen Erstgangmodus gezwungen werden kann, um besagtes Schwungrad mechanisch aufzuladen, in allen Fällen mit oder ohne etwaige Kompressoren oder Turbinen verbunden und/oder engagiert.
EP99954488A 1998-10-08 1999-10-08 Schwungradstarter/generator Expired - Lifetime EP1173673B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
NL1010277A NL1010277C1 (nl) 1998-10-08 1998-10-08 Vliegwiel-startmotor.
NL1010277 1998-10-08
PCT/NL1999/000626 WO2000052329A2 (en) 1998-10-08 1999-10-08 Flywheelstarter/generator for i.c.-engines

Publications (2)

Publication Number Publication Date
EP1173673A2 EP1173673A2 (de) 2002-01-23
EP1173673B1 true EP1173673B1 (de) 2009-06-17

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP99954488A Expired - Lifetime EP1173673B1 (de) 1998-10-08 1999-10-08 Schwungradstarter/generator

Country Status (5)

Country Link
EP (1) EP1173673B1 (de)
AT (1) ATE434127T1 (de)
DE (1) DE69941015D1 (de)
NL (1) NL1010277C1 (de)
WO (1) WO2000052329A2 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011106785B4 (de) * 2011-07-06 2015-07-23 JuB-Creative Product GmbH Kinetischer Wandler
US9328661B2 (en) 2011-11-03 2016-05-03 Northrop Grumman Systems Corporation Apparatus for aircraft with high peak power equipment

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2531546C1 (ru) * 2013-08-09 2014-10-20 Андрей Александрович Швед Способ пуска двигателя внутреннего сгорания и страртер для его осуществления
RU2529750C1 (ru) * 2013-08-27 2014-09-27 Андрей Александрович Швед Способ пуска двигателя внутреннего сгорания

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57159956A (en) * 1981-03-25 1982-10-02 Nissan Motor Co Ltd Starting device of automobile engine
DE3135891A1 (de) * 1981-09-10 1983-03-24 Robert Bosch Gmbh, 7000 Stuttgart Gleichstrombordnetzanlage fuer fahrzeuge, insbesondere kraftfahrzeuge
NL8702588A (nl) * 1987-10-30 1989-05-16 S B Systems B V Dubbel-roterende electriese motor/generator.

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011106785B4 (de) * 2011-07-06 2015-07-23 JuB-Creative Product GmbH Kinetischer Wandler
US9328661B2 (en) 2011-11-03 2016-05-03 Northrop Grumman Systems Corporation Apparatus for aircraft with high peak power equipment

Also Published As

Publication number Publication date
ATE434127T1 (de) 2009-07-15
WO2000052329A3 (en) 2001-02-22
NL1010277C1 (nl) 2000-04-11
DE69941015D1 (de) 2009-07-30
EP1173673A2 (de) 2002-01-23
WO2000052329A2 (en) 2000-09-08

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