JP2011109747A - Ac generator for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an AC generator for vehicle that prevents the degradation of drivability due to frequent switchover of a coil for power generation owing to its ability to keep the entire operation efficiency of a generator high according to a request from a vehicle in the high revolution range of an engine. <P>SOLUTION: The AC generator is controlled by a switching control circuit which switches its operation into entire generating operation W1 for generating electricity by using all coils or partial generating operation W2 for generating electricity by pausing power generation in a group of coils that include coils in two or more poles adjoining each other and using a group of residual coils according to a command received from a controller for the engine. Switchover rotational speed A during acceleration in switching the entire generating operation W1 to partial generating operation W2 when the rotational speed of an outer rotor increases is set to be higher than switchover rotational speed B during deceleration in switching the partial generating operation W2 to the entire generating operation W1 when the rotational speed of the outer rotor drops. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle AC generator configured to perform single-phase or multiple-phase AC power generation.

  For example, an automotive alternator for use in a two-wheeled vehicle or the like is arranged on the inner peripheral side of an outer rotor, which is configured by alternately arranging a plurality of N-pole and S-pole permanent magnets in the circumferential direction, and alternately. And a stator formed by arranging a plurality of poles on which coils are wound so as to be reversed. For example, when the rotor rotates by receiving a rotational driving force from an engine or the like, a magnetic field generated by an N-pole permanent magnet and a magnetic field generated by an S-pole permanent magnet are alternately and alternately opposed to a plurality of poles. As a result, AC voltage is generated in coils wound around a plurality of poles.

  Further, for example, in the output control device for a vehicle alternator disclosed in Patent Document 1, a state in which the number of turns of the armature winding is increased until a predetermined rotational speed is reached, and after the predetermined rotational speed is reached is reached. Discloses that the number of turns of the armature winding is reduced. According to this output control device, it is possible to suppress a decrease in output current due to an increase in impedance of the armature winding in the high-speed rotation range of the AC generator, and increase the output current not only in the low-speed rotation range but also in the high-speed rotation range. Can be made.

  Further, for example, in the power supply device for an internal combustion engine of Patent Document 2, the power generation coil in the magnet generator is divided into a first coil portion and a second coil portion, and the connection state of both coil portions is serially or in parallel. A configuration for switching is disclosed. In the low speed region of the internal combustion engine, both coil portions are connected in series, and in the high speed region, both coil portions are connected in parallel, so that the magnet generator can operate at high speed without sacrificing the output in the low speed region. A large load current can be secured in the region.

JP-A-6-292329 JP-A-10-108427

However, in Patent Document 1, the output current of power generation can be improved in a high-speed rotation range, but when this generated power exceeds the required power generation required by the vehicle and becomes unnecessary for charging the battery, the regulator The circuit needs to be cut (discarded to ground potential). At this time, the amount of high generated power that can be obtained increases the friction (rotation resistance, etc.) for rotating the rotor, and the operating efficiency of the entire generator decreases.
In Patent Documents 1 and 2, the drivability (maneuverability) received by a driver of a vehicle such as a two-wheeled vehicle due to a change in the friction of the generator that occurs when the number of armature windings or coils that generate power is switched. No device has been made to prevent the deterioration.

  The present invention has been made in view of such conventional problems, and an automotive alternator that can maintain high operating efficiency of the entire generator in response to a request from the vehicle in a high engine speed region. It is something to be offered.

The present invention provides an outer rotor in which a plurality of N-pole magnetic field forming portions and S-pole magnetic field forming portions are alternately arranged in the circumferential direction, and is disposed on the inner peripheral side of the outer rotor, around the central core portion. A stator formed by arranging a plurality of poles wound with coils so as to be alternately opposite to the protruding pole core portion;
AC power generation for a vehicle configured to perform single-phase or multi-phase AC power generation by alternately arranging the N-pole magnetic field forming section and the S-pole magnetic field forming section to each pole. Machine,
In response to a command from the engine control device, all power generation operations for generating power using all the above coils and power generation in a coil group including coils in two or more poles adjacent to each other are suspended and the remaining coil groups It is configured to be controlled by a switching control circuit that switches to partial power generation operation that generates power using
The switching rotational speed at the time of acceleration when switching from the full power generation operation to the partial power generation operation when the rotational speed of the outer rotor increases, and the total power generation from the partial power generation operation when the rotational speed of the outer rotor decreases. The AC generator for vehicles is characterized in that it is set higher than the switching rotational speed during deceleration when switching to operation.

In the vehicle alternator of the present invention, when the rotational speed of the outer rotor becomes high, the power generation is stopped in a specific coil group, thereby improving the overall operation efficiency of the generator. Further, in the vehicle alternator according to the present invention, deterioration of drivability (maneuverability) received by a driver of a vehicle such as a two-wheeled vehicle is prevented by a change in the friction of the generator that occurs when the coil for generating power is switched. We are doing something to do.
Specifically, the vehicle alternator according to the present invention receives all commands from the engine control device and generates power using all coils, and coils in two or more poles adjacent to each other. Is controlled by a switching control circuit that suspends power generation in the coil group including and switches to partial power generation operation in which power generation is performed using the remaining coil group.

In the present invention, when the rotational speed of the outer rotor (engine rotational speed) is low, that is, when the rotational speed is close to the idling state, the entire power generation operation is mainly performed. Thereby, the electric power generation value in a low rotation area | region can be ensured appropriately.
On the other hand, when the rotational speed of the outer rotor (engine rotational speed) increases, that is, when the rotational speed close to the idling state is exceeded, the partial power generation operation is mainly performed. At this time, since the coil group that stops power generation includes coils in two or more poles adjacent to each other, the power generation value in the high rotation region can be intentionally reduced. That is, by forming a state in which no current flows to the coils in two or more poles adjacent to each other, a magnetic path that does not contribute to power generation is formed in the two or more poles. As a result, the magnetic flux contributing to power generation can be reduced, and it is possible to suppress excessive power generation beyond that required by the vehicle in a high rotation range, and friction when the outer rotor rotates (rotation resistance, etc.) Can be reduced.

In the present invention, hysteresis is given to the rotational speed at which the coil for generating power is switched. Specifically, the acceleration switching speed when switching from full power generation operation to partial power generation operation when the outer rotor rotation speed increases, and partial power generation operation to full power generation operation when the outer rotor rotation speed decreases. It is set higher than the switching rotational speed during deceleration when switching to.
Thus, it is possible to prevent malfunction of the engine control device or the switching control circuit due to frequent switching near the rotational speed at which switching between the full power generation operation and the partial power generation operation is performed.
Further, it is possible to prevent deterioration of drivability (maneuverability) due to frequent changes in friction in the vehicle alternator in response to frequent switching.

  Therefore, according to the vehicle alternator of the present invention, the operating efficiency of the entire generator can be maintained high in response to a request from the vehicle in the high engine speed range, and the coil for generating power can be switched. It is possible to prevent the drivability (maneuverability) from being deteriorated frequently.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory view showing an automotive alternator in Embodiment 1; Sectional explanatory drawing which shows the alternating current generator for vehicles in Example 1. FIG. BRIEF DESCRIPTION OF THE DRAWINGS Explanatory drawing which shows schematically the drive system of the engine including the alternating current generator for vehicles in Example 1. FIG. FIG. 3 is an explanatory diagram schematically showing a structure of a centrifugal clutch in the first embodiment. FIG. 2 is a circuit diagram schematically showing a configuration of a switching control circuit and a regulator circuit in the first embodiment. The graph which shows schematically the state of the electric power generation output when switching operation | movement of the alternating current generator for vehicles in Example 1 is performed. The graph which shows schematically the state of the centrifugal clutch when performing the switching operation of the alternating current generator for vehicles in Example 1. FIG. The graph which shows schematically the state of the electric power generation output when performing the switching operation | movement of the other pattern of the alternating current generator for vehicles in Example 1. FIG. Explanatory drawing which shows the other stator in Example 1. FIG. Explanatory drawing which shows the other stator in Example 1. FIG. Explanatory drawing which shows the other stator in Example 1. FIG. Explanatory drawing which shows the other stator in Example 1. FIG. The graph which shows roughly the state of the electric power generation output when performing the switching operation of the alternating current generator for vehicles in Example 2. FIG. The graph which shows schematically the state of the electric power generation output when performing the switching operation | movement of the other pattern of the alternating current generator for vehicles in Example 2. FIG. FIG. 6 is a circuit diagram schematically showing a configuration of another switching control circuit in the second embodiment.

A preferred embodiment of the above-described vehicle alternator of the present invention will be described.
In the present invention, the vehicle alternator can be configured to charge a battery in a vehicle such as a two-wheeled vehicle. In the present invention, when the voltage of the battery is measured by an engine control device or the like and the voltage value is equal to or higher than a predetermined voltage value, the total power generation operation and the partial power generation operation using the switching control circuit are performed. It can be configured to perform switching control.

The outer rotor is connected to an output shaft of the engine, and the output shaft is provided with a centrifugal clutch for connecting a wheel drive shaft to the output shaft when a predetermined centrifugal force is applied. The acceleration switching rotation speed is set within a half-clutch rotation speed range between a connection start rotation speed at which the centrifugal clutch starts the connection and a connection completion rotation speed at which the centrifugal clutch completes the connection. (Claim 2).
In this case, when the driver increases the rotational speed of the engine, the full power generation operation is switched to the partial power generation operation within the half-clutch rotational speed range. The impact of changes on drivability can be reduced.

The deceleration switching rotational speed can be set within a pre-connection rotational speed range between a connection release rotational speed at which the centrifugal clutch completely releases the connection and the connection start rotational speed (claim). Item 3).
In this case, when the rotational speed at which the partial power generation operation is restored to the full power generation operation is made as high as possible and the power generation value due to the partial power generation operation decreases as the rotational speed decreases, the power supply from the vehicle AC generator It is possible to prevent the engine from being stopped unexpectedly due to the load of the electronic device that operates.

The deceleration switching rotational speed may be set to a rotational speed lower than a connection release rotational speed at which the centrifugal clutch completely releases the connection (Claim 4).
In this case, when the centrifugal clutch releases the connection between the output shaft of the engine and the wheel drive shaft, the partial power generation operation is switched to the full power generation operation. Change does not affect drivability.
Further, in this case, when the power value generated by the partial power generation operation satisfies the power value required by the vehicle in the vicinity of the disconnection rotation speed, there is no possibility of the engine being stopped and the drivability is improved. It is effective.

Further, when the remaining amount of the battery for charging the electric power generated by the vehicle alternator is detected by an engine control device or the like, and it is determined that an abnormality has occurred in the battery, the deceleration switching rotational speed is set to When it is set within the pre-connection rotational speed range and it is determined that no abnormality has occurred in the battery, the deceleration switching rotational speed can be set to a lower rotational speed than the connection release rotational speed.
In this case, the rotational speed at which the partial power generation operation is switched to the full power generation operation can be changed as the deceleration switching rotational speed according to the state of the battery.

Further, in the entire rotational speed range of the outer rotor, the generated power value by the total power generation operation is higher than the required generated power value required from the vehicle, and in the entire rotational speed range of the outer rotor, The generated power value due to the partial power generation operation is lower than the generated power value due to the total power generation operation, and the acceleration switching speed is higher than the required generated power value due to the partial power generation operation. It is preferable to set within the rotational speed range.
In this case, when the arrangement of the coil groups that perform power generation in the partial power generation operation is appropriate and the switching control circuit can secure the required power generation value required from the vehicle by the partial power generation operation, the partial power generation is performed from the total power generation operation. By switching to the operation, the power cut (discarded to the ground potential) by the regulator circuit that controls the charging of the battery can be reduced. Thereby, the reduction of the friction which rotates an outer rotor can be aimed at more effectively, and the operating efficiency of the whole generator can be improved effectively.
The acceleration switching rotational speed at which the switching control circuit performs switching is a rotational speed with a slight margin with respect to the rotational speed at which the generated power value in the partial power generation operation is larger than the required generated power value. Can do.

Further, the whole of the coil is formed by connecting a plurality of continuous coil groups in which the coils are continuously connected via a jumper wire by winding a single magnet wire, and the plurality of continuous coil groups. It is preferable to constitute a power generation stoppable coil group capable of stopping the power generation by any of the above (Claim 6).
In this case, the formation of the continuous coil group makes it easy to form the entire coil, and the above-described power generation stoptable coil group can be easily formed.
Also, the number of coil groups capable of stopping power generation can be formed in addition to one. In this case, in response to an increase in the rotational speed of the outer rotor, it is possible to increase the number of coil groups capable of halting power generation for halting power generation in a stepwise manner.

The vehicle alternator performs single-phase power generation, and the coil group capable of stopping power generation includes coils in three or more poles arranged adjacent to each other in a circumferential direction. It can comprise from what was continuously connected via the crossover (Claim 7).
The vehicle alternator performs single-phase power generation, and the coil group capable of stopping power generation includes coils in two adjacent poles and one or two of the two poles. Including a coil in a pole arranged by skipping two poles in the circumferential direction, and a portion in which adjacent coils alternately wound in opposite directions are continuously connected via the crossover, and one direction The coil that has been wound around can also have a portion that is continuously connected via the crossover wire (claim 8).
Further, the vehicle alternator performs single-phase power generation, and in the stator, a plurality of poles constituting the power generation stoppable coil group and a plurality of remaining continuous coil groups are configured. The poles can be alternately and repeatedly arranged (claim 9).
In these cases, in the vehicular AC generator that performs single-phase power generation, it is possible to effectively reduce the friction when the outer rotor rotates in the high rotation region of the engine.

Hereinafter, embodiments of an AC generator for a vehicle according to the present invention will be described with reference to the drawings.
Example 1
As shown in FIG. 2, the vehicle alternator 1 of this example (hereinafter simply referred to as “alternator 1”) has N pole magnetic field forming portions 22N and S pole magnetic field forming portions 22S alternately in the circumferential direction C. Are arranged on the inner peripheral side of the outer rotor 2, and the coil 4 is wound so as to be alternately opposite to the pole core portion 32 protruding around the central core portion 31. And a stator 3 in which a plurality of poles 30 are arranged. The AC generator 1 performs single-phase or multiple-phase AC power generation by alternately arranging N-pole magnetic field forming portions 22N and S-pole magnetic field forming portions 22S so as to face each pole 30. It is configured.

  As shown in FIGS. 6 and 7, the AC generator 1 receives a command from the control device 80 of the engine 8, and generates power using all the coils 4. By a switching control circuit 6 that switches to partial power generation operation W2 (see FIG. 1) that stops power generation in the coil group 5B including the coils 4 in two or more adjacent poles 30 and generates power using the remaining coil group 5A. It is configured to control. Then, when the rotational speed of the outer rotor 2 is increased, the acceleration switching speed A when switching from the total power generation operation W1 to the partial power generation operation W2 is changed from the partial power generation operation W2 when the rotation speed of the outer rotor 2 is reduced. It is set to be higher than the switching speed B at the time of deceleration when switching to the full power generation operation W1.

Below, it demonstrates in full detail with reference to FIGS. 1-13 about the alternating current generator 1 of this example.
The alternator 1 of this example is a single-phase magnet-type alternator 1 used for a two-wheeled motor vehicle. The alternator 1 generates electric power by receiving rotation of the engine 8. Used for lighting.
As shown in FIG. 3, the outer rotor 2 is connected to an output shaft (crankshaft) 81 of the engine 8 and is configured to rotate in response to the rotation of the engine 8. The outer rotor 2 is configured by alternately arranging permanent magnets constituting the N-pole magnetic field forming portion 22N and permanent magnets constituting the S-pole magnetic field forming portion 22S on the inner peripheral side of the cylindrical yoke 21. . The stator 3 is fixed to a housing 10 attached to the engine 8 or the like. The central core portion 31 and the plurality of pole core portions 32 are formed using a soft magnetic iron material or the like. A bobbin made of an insulating resin is provided on the outer periphery of each pole 30 in the radial direction, and each coil 4 is wound around the bobbin. In the figure, the axial direction of the AC generator 1 is indicated by L.

As shown in FIG. 1, the entire coil 4 of this example includes a plurality of continuous coil groups 5 (two in this example) in which the coils 4 are continuously connected to each other via a crossover wire 41 by winding a magnet wire. Is connected. In FIG. 1, FIG. 2, etc., in order to make it easy to understand, the state which wound the coil 4 is abbreviate | omitted and shown, and the crossover 41 is shown with a typical line.
The entire coil 4 in the stator 3 is wound in the right-handed coil 4 </ b> A wound in the right-handed direction R in a state of being linked to the pole core part 32, and in the left-handed direction L in a state of being linked to the pole core part 32. The rotated left-handed coil 4B is alternately and repeatedly arranged. Moreover, the magnet wire which comprises the coil 4 consists of conductors, such as a copper wire which provided the insulating film.
The continuous coil group 5 is formed by continuously forming a plurality of coils 4 with one magnet wire. The connecting wire 41 is a portion that connects the coils 4 between the poles 30, and crosses between the poles 30 on either end face in the axial direction of the central core portion 31 and the pole core portion 32. The continuous coil groups 5 are connected to each other via a connection fitting provided on the central core portion 31 or the like (not shown).

The entire coil 4 of this example is constituted by two continuous coil groups 5, and one continuous coil group 5 forms a power generation stoppable coil group 5 </ b> B.
In FIG. 1, in the partial power generation operation W <b> 2 in which the power generation in some of the coils 4 is suspended, the coil 4 (pole 30) that generates power is indicated by a hatched circle.
In the coil group 5B capable of stopping power generation in this example, the coil 4 in the two adjacent poles 30 and the one or two poles 30 are disposed in the circumferential direction C with respect to the two poles 30. The portion including the coil 4 in the pole 30, the portion where the right-handed coil 4 </ b> A and the left-handed coil 4 </ b> B are continuously connected via the crossover wire 41, and the portion where the right-handed coil 4 </ b> A is continuously connected via the crossover wire 41. And have.

The other continuous coil group 5A includes a coil 4 in two adjacent poles 30 and a pole in which one or two poles 30 are disposed in the circumferential direction C with respect to the two poles 30. 30, a portion where the right-handed coil 4 </ b> A and the left-handed coil 4 </ b> B are continuously connected via the crossover wire 41, and a portion where the left-handed coil 4 </ b> B is continuously connected via the crossover wire 41. Have.
Here, the right-handed coil 4A and the left-handed coil 4B indicate that the winding directions are opposite to each other, and any of them may be wound clockwise or counterclockwise. In FIG. 1, the right-handed direction in the right-handed coil 4A is indicated by R, and the left-handed direction in the left-handed coil 4B is indicated by L.

As shown in FIG. 3, the outer rotor 2 of this example is connected to the output shaft 81 of the engine 8, and as shown in FIG. 4, the output shaft 81 has an output shaft when a predetermined centrifugal force is applied. A centrifugal clutch 82 for connecting a wheel drive shaft 84 to 81 is provided. The wheel drive shaft 84 is connected to the centrifugal clutch 82 via a gear mission 83. A drive wheel 841 is connected to the wheel drive shaft 84.
As shown in FIG. 5, the centrifugal clutch 82 is provided with a centrifugal weight (clutch shoe) 822 that is rotatably arranged to receive a centrifugal force and expand radially outward with respect to the base 821, and the centrifugal weight 822. And a spring 823 for urging the inner periphery in the radial direction, and when the centrifugal weight 822 expands toward the outer periphery in the radial direction, the base 821 is connected to the housing 824 covering the outer periphery to transmit power. It is configured as follows. Then, when the rotational speed of the engine 8 and the outer rotor 2 increases, the centrifugal weight 822 expands radially outward according to the rotational speed, and when the rotational speed reaches a predetermined rotational speed, the centrifugal weight 822 becomes the base 821. And the housing 824 can be connected, and the power from the output shaft 81 of the engine 8 can be connected to the wheel drive shaft 84 to start running of the vehicle.

As shown in FIG. 8, the centrifugal clutch 82 has the following four states including processes in the middle of connection and release of transmission of power according to changes in the rotational speed. That is, these four states are a clutch-out state K1 in which the connection between the output shaft 81 of the engine 8 and the wheel drive shaft 84 is completely released, and a state before the clutch is engaged from the clutch-out state K1 to the start of the connection. K2, a half-clutch state K3 from the start of the connection to the completion of the connection, and a clutch state K4 after the connection is completed. The clutch-out state K1 constitutes an idling state of the engine 8.
Further, the rotational speed at which the state of the centrifugal clutch 82 changes is, in order from the lowest, the connection release rotation when the centrifugal weight 822 starts to move from the state where the centrifugal clutch 82 is completely disconnected and friction (rotational friction) starts to occur. There are a speed N1, a connection start rotation speed (clutch-in rotation speed) N2 at which the centrifugal clutch 82 starts to be connected, and a connection completion rotation speed N3 at which the centrifugal clutch 82 completes the connection. The connection start rotational speed N2 indicates a rotational speed at which the idling state is switched to the traveling state.

As shown in FIGS. 7 and 8, the control device 80 and the switching control circuit 6 of the engine 8 of this example change the acceleration switching rotational speed A for switching from the full power generation operation W1 to the partial power generation operation W2, and the half clutch state K3. Is set. That is, the acceleration switching rotational speed A is set within a half-clutch rotational speed range R2 between the connection start rotational speed N2 and the connection completion rotational speed N3.
Further, the control device 80 and the switching control circuit 6 of the engine 8 of the present example set the deceleration switching rotational speed B for switching from the partial power generation operation W2 to the full power generation operation W1 to the clutch-out state K1 or the pre-clutch state K2. It is configured as follows. Further, the control device 80 of the engine 8 of this example is configured to detect the remaining amount of the battery 73 that charges the power generated by the AC generator 1.
When the control device 80 of the engine 8 detects the remaining amount of the battery 73 and determines that an abnormality has occurred in the battery 73, as shown in FIG. 7, the switching rotational speed B during deceleration is set to the state K2 before the clutch is engaged. Is set within the pre-connection rotation speed range R1 between the connection release rotation speed N1 and the connection start rotation speed N2, and when it is determined that no abnormality has occurred in the battery 73, as shown in FIG. The decelerating switching rotational speed B is set to a rotational speed lower than the connection release rotational speed N1 in the clutch-out state K1.

  As a result, when the control device 80 of the engine 8 determines that an abnormality has occurred in the battery 73, the rotational speed for returning from the partial power generation operation W2 to the full power generation operation W1 is made as high as possible. When the generated power value due to the operation W2 decreases, it is possible to prevent the engine from being stopped unexpectedly due to the load of the electronic device that operates by supplying power from the AC generator 1. On the other hand, when the control device 80 of the engine 8 determines that there is no abnormality in the battery 73, the partial power generation operation W2 when the centrifugal clutch 82 releases the connection between the output shaft 81 of the engine 8 and the wheel drive shaft 84. Therefore, the change in friction in the AC generator 1 at the time of switching can be prevented from affecting drivability.

(Graphic explanation)
FIG. 7 is a graph schematically showing the state of power generation output in the AC generator 1 with the horizontal axis representing the rotational speed of the outer rotor 2 and the vertical axis representing the power generation current from the stator 3.
This figure shows the generated current I1 when the full power generation operation W1 is formed and the generated current I2 when the partial power generation operation W2 is formed in the entire rotational speed range of the outer rotor 2. In addition, a required generated current Ir that is a generated current required from the vehicle to the AC generator 1 is also shown. In the regulator circuit 7 of the AC generator 1, the battery 73 is charged with a constant voltage by carbon resistance or the like. Therefore, the generated power value is proportional to the generated current.
1 shows the flow of the generated current I2 in the partial power generation operation W2, and FIG. 2 shows the flow of the generated current I1 in the total power generation operation W1.

  As shown in FIG. 7, in the alternator 1 of this example, the power generation current I1 (generated power value) for generating power by the total power generation operation W1 in the entire rotation speed range of the outer rotor 2 is requested from the vehicle. This is higher than the required power generation current Ir (required power generation power value). Further, in the entire rotational speed range of the outer rotor 2, the generated current I2 (generated power value) when generating power by the partial power generation operation W2 is the generated current I1 (generated power value) when generating power by the total generated operation W1. ) Is lower. The acceleration switching rotational speed A is set within a rotational speed range in which the generated current I2 by the partial power generation operation W2 is higher than the required generated current Ir.

The power generation current I1 generated by the total power generation operation W1 and the power generation current I2 generated by the partial power generation operation W2 increase as the rotational speed increases, and the required power generation current Ir also increases as the rotational speed increases. The power generation current I2 generated by the partial power generation operation W2 in this example is higher than the required power generation current Ir in the half-clutch rotational speed range R2, and the required power generation in the rotational speed range higher than the connection start rotational speed N2. It is higher than the current Ir. The acceleration switching speed A is set as a rotational speed that is equal to or higher than the rotational speed of the partial power generation operation W2 exceeding the required power generation current Ir in the half-clutch rotational speed range R2.
As a result, the arrangement of the continuous coil group 5A that generates power in the partial power generation operation W2 is appropriate, and the switching control circuit 6 can perform the full power generation operation when the required power generation current Ir required from the vehicle can be secured by the partial power generation operation W2. By switching from W1 to the partial power generation operation W2, it is possible to reduce the power cut (discarded to the ground potential) by the regulator circuit 7 that controls the charging of the battery 73.
In the low rotation region of the engine 8, the required power generation current Ir required by the total power generation operation W1 is maintained. On the other hand, in the high rotation region of the engine 8, the required power generation current Ir is maintained by the partial power generation operation W2. Compared with this, it is possible to limit the output of excessive generated current.

FIG. 8 schematically shows a state in which the centrifugal clutch 82 is switched according to the rotational speed, with the horizontal axis representing the rotational speed and the vertical axis representing the state of the centrifugal clutch 82.
In the figure, when the rotational speed increases, the centrifugal weight (clutch shoe) 822 starts to move to the outer peripheral side from the coupling release rotational speed N1 to the coupling start rotational speed N2, and from the coupling start rotational speed N2 to the coupling completion rotational speed. The centrifugal weight 822 slides over N3 to gradually increase the transmission of power, and the centrifugal clutch 82 is connected. On the other hand, when the rotational speed decreases, the connection of the centrifugal clutch 82 is released when the connection release rotational speed N1 is reached.

(Configuration of switching control circuit 6 and regulator circuit 7)
FIG. 6 is a diagram for explaining the electrical configuration of the AC generator 1 and the switching control circuit 6 and the regulator circuit 7 that controls charging and discharging of the generated power.
The switching control circuit 6 receives a command from the control device 80 of the engine 8 and generates power using the other continuous coil group 5A by stopping the power generation state in the AC generator 1 and stopping the power generation in the power generation stoppable coil group 5B. It is possible to switch between the partial power generation operation W2 to be performed and the full power generation operation W1 to generate power using the two continuous coil groups 5 (all coils 4).
In the stator 3 of this example, two continuous coil groups 5 are connected in series to form a single-phase coil 4. The two continuous coil groups 5 are provided on the ground potential side and always generate power. The first continuous coil group 5 </ b> A configured to perform, and the second continuous coil group 5 </ b> B (coil group 5 </ b> B capable of stopping power generation) provided on the positive side of the battery 73 and capable of stopping power generation.

  More specifically, as shown in FIGS. 1 and 6, the stator 3 of this example has 16 poles (16 pieces) of poles 30. Then, the other continuous coil group (first continuous coil group) 5A includes three right-handed coils 4A, from each of the lead wires 42A connected to the ground potential by one magnet wire, via the crossover wires 41. The right-handed coil 4A and the left-handed coil 4B that are adjacent to each other, one right-handed coil 4A, and the right-handed coil 4A and the left-handed coil 4B that are adjacent to each other are successively connected to the first continuous coil group 5A and the second It is drawn out to the intermediate connection portion 43 with the continuous coil group 5B. Further, the second continuous coil group 5B, which is the coil group 5B capable of stopping power generation, is connected to the right-handed coil 4A and the left-handed coil adjacent to each other from the intermediate connection part 43 through the crossover wires 41 by one magnet wire. 4B, the three left-handed coils 4B, the right-handed coil 4A and the left-handed coil 4B adjacent to each other, and one left-handed coil 4B are successively connected to each other, and are drawn out to a lead-out portion 42B connected to the plus side of the battery 73.

In this example, as shown in FIG. 6, a power generation system that charges the battery 73 and lights the lamp 74 and the like is configured using the AC generator 1, the switching control circuit 6, and the regulator circuit 7.
The regulator circuit 7 includes a battery charging circuit 71 that performs control for charging the battery 73 with the electric power generated by the AC generator 1, and a lamp lighting circuit 72 that lights the lamp 74 and the like with the electric power generated by the AC generator 1. is doing.

The battery charging circuit 71 has a switching element 711 connected between the coil 4 and the battery 73 in the AC generator 1 and is configured to perform regulator control of the voltage of the battery 73 when the switching element 711 is turned on. Has been. The lamp lighting circuit 72 has a switching element 721 connected between the coil 4 and the lamp 74 in the AC generator 1, and performs regulator control for lighting the lamp 74 when the switching element 721 is turned on. It is configured as follows. The lamp 74 includes lamps such as a light and a speedometer. The battery 73 is connected to a load 75 such as various auxiliary machines and instruments.
The single-phase AC voltage generated by the AC generator 1 of this example uses a positive voltage for battery charging and a negative voltage for lamp lighting out of the single-phase sine wave voltage.

  The switching control circuit 6 includes switching elements 61 such as thyristors provided corresponding to the first continuous coil group 5A and the second continuous coil group 5B, respectively. The switching control is performed. The switching control circuit 6 performs switching control of the switching element 61 such as a thyristor, and makes the first continuous coil group 5A and the second continuous coil group 5B conductive to the battery 73, and a first continuous operation. It is possible to switch to the partial power generation operation W2 in which only the coil group 5A is conducted to the battery 73.

The first continuous coil group 5A and the second continuous coil group 5B are connected to the positive side of the battery 73 and the load 75 via a switching element 61 such as a thyristor, respectively. The switching control circuit 6 turns on the switching element 61A on the high voltage side and turns off the switching element 61B on the low voltage side to form the total power generation operation W1, and turns off the switching element 61A on the high voltage side and turns it off. The voltage-side switching element 61B is turned on to form the partial power generation operation W2.
The switching control circuit 6 is configured to operate in response to a signal from an ECU (control device for the engine 8) 80.

(Other configuration of coil group 5B capable of power generation suspension)
The power generation suspension possible coil group 5B (second continuous coil group 5B) in the stator 3 of this example can be variously arranged as long as it includes the coils 4 in two or more poles 30 adjacent to each other. Below, some other examples of composition of coil group 5B which can stop power generation are shown.
For example, as shown in FIG. 10, when 16 poles (16 pieces) of poles 30 are arranged in the stator 3, the first continuous coil group 5 </ b> A which is another continuous coil group 5 </ b> A includes three poles 30 adjacent to each other. Two locations of the coil 4 in FIG. 1, one location of the coil 4 in the two poles 30 adjacent to each other, and one location of the coil 4 in the one pole 30 can be configured by one magnet wire. In this case, the second continuous coil group 5B, which is the coil group 5B capable of stopping power generation, includes three locations of the coil 4 in the two poles 30 adjacent to each other and one location of the coil 4 in the one pole 30. It can be constituted by a single magnet wire.

As shown in FIGS. 11 and 12, when 20 poles (20 pieces) of poles 30 are arranged in the stator 3, the first continuous coil group 5A, which is another continuous coil group 5A, is adjacent to each other. The coils 4 in the individual (or twelve) poles 30 can be constituted by one magnet wire. In this case, in the second continuous coil group 5B, which is the coil group 5B capable of stopping power generation, the coils 4 in the seven (or eight) poles 30 adjacent to each other can be configured by one magnet wire.
The pole core portion 32 can be fitted from the axial direction with respect to the central core portion 31 in a state where the coil 4 is wound. At this time, the connecting wire 41 in the first continuous coil group 5A is arranged on one end face side in the axial direction of the central core portion 31 and the pole core portion 32, and the connecting wire 41 in the second continuous coil group 5B is arranged in the central core portion 31. The pole core portion 32 can be disposed on the other end surface side in the axial direction.

  Further, as shown in FIG. 13, when 20 poles (20 pieces) of poles 30 are arranged in the stator 3, the first continuous coil group 5A, which is another continuous coil group 5A, has three poles adjacent to each other. Four portions of the coil 4 in 30 can be configured by one magnet wire. In this case, the second continuous coil group 5B which is the coil group 5B capable of stopping power generation can be configured by one magnet wire at four locations of the coil 4 in the two poles 30 adjacent to each other. Further, in this case, in the stator 3, the three poles 30 constituting the first continuous coil group 5A and the two poles 30 constituting the second continuous coil group 5B are alternately repeated four times. Are arranged.

(Function and effect)
In the alternator 1 of this example, when the rotational speed of the outer rotor 2 is increased, the power generation is suspended in the specific coil group 5B, thereby improving the operation efficiency of the entire generator. . Further, in the alternator 1 of the present example, the drivability (maneuverability) received by a driver of a vehicle such as a two-wheeled vehicle is deteriorated due to a change in friction of the alternator 1 that occurs when the coil 4 that generates power is switched. We are trying to prevent this.
In this example, when the rotational speed of the outer rotor 2 (rotational speed of the engine 8) is low, that is, when the rotational speed is close to the idling state, the total power generation operation W1 is mainly performed. Thereby, the electric power generation value in a low rotation area | region can be ensured appropriately.

On the other hand, when the rotational speed of the outer rotor 2 (the rotational speed of the engine 8) increases and the centrifugal clutch 82 enters the half-clutch state K3 (the rotational speeds of the engine 8 and the outer rotor 2 are within the half-clutch rotational speed range R2). The control device 80 of the engine 8 detects the rotational speed and transmits a switching signal to the switching control circuit 6. Then, the switching control circuit 6 switches the operation of the AC generator 1 from the full power generation operation W1 to the partial power generation operation W2.
At this time, the power generation stoppable coil group 5B that stops power generation includes the coils 4 in the two or more poles 30 adjacent to each other, so that the generated power value in the high rotation region is intentionally reduced. Can do. That is, by forming a state in which no current flows to the coil 4 in the two or more poles 30 adjacent to each other, a magnetic path that does not contribute to power generation is formed in the two or more poles 30. As a result, the magnetic flux contributing to power generation is reduced, and it is possible to suppress excessive power generation beyond that required by the vehicle in a high rotation region, and friction (rotation resistance or the like) when the outer rotor 2 rotates. ) Can be reduced.

  The friction (rotational friction, etc.) generated in the AC generator 1 includes a loss due to the amount of power generation, a loss due to the generation of eddy current (iron loss), a loss due to heat generation of the coil 4 (copper loss), and the like. In the alternator 1 of this example, the partial power generation operation W2 is performed in the high rotation region of the engine 8 to reduce the loss due to heat generation of the coil 4 and the like, thereby reducing the output of the engine 8 as much as possible. Drive shaft) 84 to improve fuel efficiency.

In this example, the rotational speed for switching the coil 4 for generating power is provided with hysteresis. Specifically, when the rotational speed of the outer rotor 2 increases, the acceleration switching speed A when switching from the full power generation operation W1 to the partial power generation operation W2 is set. It is set to be higher than the switching speed B during deceleration when switching from the operation W2 to the full power generation operation W1.
This prevents malfunction of the control device 80 or the switching control circuit 6 of the engine 8 due to frequent switching near the rotational speed at which switching between the total power generation operation W1 and the partial power generation operation W2 is performed. Can do.
Further, it is possible to prevent deterioration of drivability (maneuverability) due to frequent changes in friction in the AC generator 1 due to frequent switching.

  Therefore, according to the alternator 1 of the present example, the operating efficiency of the entire generator can be maintained high in response to a request from the vehicle in the high rotation region of the engine 8, and the coil 4 for generating power can be switched. It is possible to prevent the drivability (maneuverability) from deteriorating due to frequent operations.

(Example 2)
This example is an example showing another pattern in which the timing of switching between the full power generation operation W1 and the partial power generation operation W2 of the AC generator 1 is different.
As shown in FIG. 14, the acceleration switching rotational speed A for switching from the full power generation operation W1 to the partial power generation operation W2 is set within a pre-connection rotational speed range R1 between the connection release rotational speed N1 and the connection start rotational speed N2. can do. Further, the deceleration switching rotational speed B at which the partial power generation operation W2 is switched to the full power generation operation W1 is lower than the rotational speed switching rotational speed A in the pre-connection rotational speed range R1, or from the connection release rotational speed N1. Can be set to a slightly lower rotational speed. In this case, it is effective when the power generation value by the partial power generation operation W2 is higher than the required power generation value from the vehicle, and the drivability deterioration when the centrifugal clutch 82 is connected can be eliminated.

  Further, as shown in FIG. 15, the partial power generation operation W2 can be performed by switching between two stages W2a and W2b. In this case, when the rotational speed is increased, the first-stage acceleration switching rotational speed A1 is set within the half-clutch rotational speed range R2, and the second-stage acceleration switching rotational speed is set at a rotational speed higher than the connection completion rotational speed N3. The speed A2 can be set. Further, when the rotational speed is lowered, at a rotational speed lower than the rotational speed at which the partial power generation operation W2b in the second stage is switched during acceleration and higher than the connection complete rotational speed N3 (or within the half-clutch rotational speed range R2). In step 1), the first-stage deceleration switching rotational speed B1 is set, and the second-stage deceleration switching rotational speed B2 is set to a rotational speed lower than the coupling release rotational speed N1 (or within the rotational speed range R1 before coupling). can do. This case is also effective when there is a margin in the value of the generated power value by the partial power generation operation W2 compared to the required generated power value from the vehicle. In this case, the generated power value can be kept low in correspondence with the degree to which the generated power value becomes excessive.

Further, when the partial power generation operation W2 is switched to the two stages W2a and W2b, as shown in FIG. 16, the two power generation haltable coil groups 5B are formed. Then, power generation is stopped in one power generation pause-capable coil group 5B2 at the first-stage acceleration switching rotational speed A1, and two power generation pause-capable coil groups 5B1, 5B2 at the second-stage acceleration switching rotational speed A2. Power generation in can be stopped. Further, the power generation in one power generation stoppageable coil group 5B1 is restored at the first-stage deceleration switching rotational speed B1, and two power generation suspension-time possible coil groups 5B1, 5B2 are restored at the second stage deceleration switching rotational speed B2. The power generation in can be revived.
Also in this example, other configurations are the same as those of the first embodiment, and the same effects as those of the first embodiment can be obtained.

DESCRIPTION OF SYMBOLS 1 AC generator 2 Outer rotor 22N N pole magnetic field formation part 22S S pole magnetic field formation part 3 Stator 30 Pole 31 Center core part 32 Pole core part 4 Coil 41 Crossover 5 Continuous coil group 5B Power generation stop possible coil group 6 Switching control Circuit 6
7 Regulator circuit 73 Battery 74 Lamp 75 Load 8 Engine 81 Output shaft 82 Centrifugal clutch 84 Wheel drive shaft A Acceleration switching rotation speed B Deceleration switching rotation speed N1 Connection release rotation speed N2 Connection start rotation speed N3 Connection completion rotation speed R1 Connection Front rotation speed range R2 Half clutch rotation speed range W1 Full power generation operation W2 Partial power generation operation I1, I2 Power generation current Ir Required power generation current

Claims (9)

An outer rotor formed by alternately arranging a plurality of N-pole magnetic field forming portions and S-pole magnetic field forming portions in the circumferential direction, and a pole core portion disposed on the inner peripheral side of the outer rotor and projecting around the central core portion And a stator formed by arranging a plurality of poles wound with coils so as to be alternately opposite to each other,
AC power generation for a vehicle configured to perform single-phase or multi-phase AC power generation by alternately arranging the N-pole magnetic field forming section and the S-pole magnetic field forming section to each pole. Machine,
In response to a command from the engine control device, all power generation operations for generating power using all the above coils and power generation in a coil group including coils in two or more poles adjacent to each other are suspended and the remaining coil groups It is configured to be controlled by a switching control circuit that switches to partial power generation operation that generates power using
The switching rotational speed at the time of acceleration when switching from the full power generation operation to the partial power generation operation when the rotational speed of the outer rotor increases, and the total power generation from the partial power generation operation when the rotational speed of the outer rotor decreases. An AC generator for a vehicle, wherein the vehicle alternator is set to be higher than a switching rotational speed during deceleration when switching to operation. 2. The vehicle alternator according to claim 1, wherein the outer rotor is connected to an output shaft of an engine, and a wheel is driven to the output shaft when a predetermined centrifugal force is applied to the output shaft. There is a centrifugal clutch to connect the shaft,
The acceleration switching rotation speed is set within a half-clutch rotation speed range between a connection start rotation speed at which the centrifugal clutch starts the connection and a connection completion rotation speed at which the centrifugal clutch completes the connection. A vehicle alternator characterized by   3. The vehicle alternator according to claim 2, wherein the deceleration switching rotational speed is a pre-connection rotation between the connection release rotation speed at which the centrifugal clutch completely releases the connection and the connection start rotation speed. A vehicle alternator characterized by being set within a speed range.   3. The vehicle alternator according to claim 2, wherein the decelerating switching rotational speed is set to a lower rotational speed than a connection releasing rotational speed at which the centrifugal clutch completely releases the connection. AC generator. 5. The vehicular AC generator according to claim 1, wherein the generated power value of the total power generation operation is a required generated power value required from the vehicle in the entire rotation speed range of the outer rotor. Is higher than
In the entire rotation speed range of the outer rotor, the generated power value by the partial power generation operation is lower than the generated power value by the total power generation operation,
The vehicular AC generator is characterized in that the switching rotational speed during acceleration is set within a rotational speed range in which the generated power value by the partial power generation operation is higher than the required generated power value. The AC generator for vehicles as described in any one of Claims 1-5 WHEREIN: As for the whole of the said coil, the said coils are continuously connected through the crossover by winding of one magnet wire. A plurality of coil groups are connected,
An AC generator for a vehicle, wherein any one of the plurality of continuous coil groups constitutes a coil group capable of halting power generation. The vehicle alternator according to claim 6, wherein the vehicle alternator performs single-phase power generation.
The coil group capable of stopping power generation is characterized in that coils in three or more poles arranged adjacent to each other in a circumferential direction are continuously connected via the crossover. AC generator for vehicles. The vehicle alternator according to claim 6, wherein the vehicle alternator performs single-phase power generation.
The coil group capable of stopping power generation includes coils in two poles adjacent to each other, and coils in poles in which one or two poles are disposed in the circumferential direction with respect to the two poles. The part where the adjacent coils that have been wound in the opposite direction are connected continuously through the connecting wire, and the part that the coil that has been wound in one direction is connected continuously through the connecting wire And an AC generator for vehicles. The vehicle alternator according to claim 6, wherein the vehicle alternator performs single-phase power generation.
In the stator, a plurality of poles constituting the power generation-stoppable coil group and a plurality of poles constituting the remaining continuous coil group are alternately and repeatedly arranged. Machine.

Images