JP2014173283A - Tamping rammer, and engine unit for the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve operability of a tamping rammer.SOLUTION: A tamping rammer includes: an engine 300; a rammer body part 110 which has a rolling part 206 reciprocating by power output from an output shaft 312 of the engine 300; and an axial gap motor power generator 302 which is connected to the output shaft 312 between the engine 300 and the rammer body part 110, which rotates the output shaft 312, or which generates electric power depending on rotation of the output shaft 312.

Description

  The present invention relates to a tamping rammer and an engine unit for a tamping rammer.

  Conventionally, a tamping rammer used for tamping the ground such as a road surface transmits engine power to an eccentric crank, and reciprocates a repressing portion in the vertical direction via the eccentric crank (patent). Reference 1).

Japanese Utility Model Publication No. 4-34169

  Since the tamping rammer as described above, for example, starts the engine with a recoil starter, the user must operate the recoil starter with the other hand while supporting the tamping rammer with one hand, It was unstable and needed some tips when starting.

  In addition, the tamping rammer has the largest engine load when switching from the idling state to the working state, and it is necessary to mount an engine with the output required for the switching, which increases the size of the engine and increases the weight of the engine. Stability increases. For these reasons, it has been desired to improve the operability of the tamping rammer.

  Then, an object of this invention is to improve the operativity of a tamping rammer.

  In order to solve the above-described problems, a tamping rammer according to the present invention includes an engine, a rammer main body having a repressing portion that reciprocates by power output from the output shaft of the engine, and the engine and the rammer main body. And an axial gap motor power generator that is connected to the output shaft and rotates the output shaft when electric power is supplied from the outside, or generates electric power according to the rotation of the output shaft by the engine.

  The battery may further include a battery that stores electric power generated by the axial gap motor power generator, and the axial gap motor power generator may start the engine by rotating the output shaft with the electric power stored in the battery. Good.

  A handle gripped by a user; and a vibration isolating unit that is disposed between the handle and the pressing unit and suppresses vibration of the pressing unit to the handle. It may be fixed.

  An engine load detection unit that detects the engine load, and controls the axial gap motor power generation unit based on the engine load detected by the engine load detection unit to generate power or rotate the output shaft. You may further provide a drive control part.

  The drive control unit rotates the output shaft of the axial gap motor power generator when the engine load detected by the engine load detection unit is equal to or greater than a predetermined threshold, and when the load is less than the threshold, the axial gap The motor power generator may generate power.

  The negative pressure unit is connected to the output shaft of the engine via a clutch, and the drive control unit is connected to the output shaft after the start of the engine via the clutch. When the engine load detection unit detects that the engine load is equal to or greater than a predetermined threshold, the output shaft of the axial gap motor power generator may be rotated.

  The axial gap motor power generator is fixed to the output shaft and rotates integrally with the output shaft, and the magnetization direction is alternately reversed along the rotation direction of the output shaft on a facing surface orthogonal to the output shaft. The rotor in which a plurality of magnetic bodies are arranged so as to be oriented, and the rotational direction that is arranged at a predetermined interval in the axial direction with respect to the opposing surface of the rotor and that faces the magnetic body arranged in the rotor The engine may be arranged in a direction orthogonal to a moving direction in which the output shaft reciprocates.

  An engine unit for a tamping rammer according to the present invention is an engine unit used for a tamping rammer, and includes an engine that reciprocates a squeezing part by power output from an output shaft, the engine, and the squeezing part. An axial gap motor power generator that is connected between the rammer main body and connected to the output shaft and rotates the output shaft when power is supplied, or generates electric power in accordance with the rotation of the output shaft. .

  According to the present invention, the operability of the tamping rammer can be improved.

It is a figure which shows the external appearance structure of a tamping rammer. It is a basic diagram which shows the structure of a rammer main-body part and an engine unit. It is a functional block diagram showing a schematic electrical configuration of a tamping rammer. It is a graph which shows the rotation speed of the rammer main-body part (frequency of the pressure part), and the engine load. It is the flowchart explaining the flow of the drive control processing. It is a flowchart explaining the flow of the engine starting process. It is the flowchart explaining the flow of the power assist process.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

  FIG. 1 is a diagram showing an external configuration of the tamping rammer 100. FIG. 1A shows a right side view of the tamping rammer 100, and FIG. 1B shows a front view of the tamping rammer 100. As shown in FIGS. 1A and 1B, the tamping rammer 100 includes a rammer main body 110, an engine unit 112, a handle 114, a battery 116, a system controller 118, an operation display unit 120, and a fuel tank 122. It is said.

  The rammer main body 110 includes a crankcase 200, a flexible stretchable portion 202 made of rubber or the like connected to the lower portion of the crankcase 200, a leg portion 204 connected to the lower portion of the stretchable portion 202, and the leg portion. The inside is covered with a pressing unit 206 connected to the lower part of 204. The compaction part 206 is formed in a plate shape, and is provided along a direction intersecting with the direction in which the leg part 204 extends. In the rammer main body 110, the engine unit 112 is provided on the back side of the crankcase 200, and the handle portion 114 is connected to the side surface of the crankcase 200 via the vibration isolation portion 208. The vibration isolator 208 has an elastic material such as rubber and reduces vibration transmitted from the crankcase 200 to the handle portion 114.

  The handle portion 114 is attached to the crankcase 200 and formed in a ring shape extending toward the engine unit 112 side. The handle portion 114 has a battery 116, a system controller 118, an operation display portion 120, and a fuel tank 122 attached to the engine unit 112 side of the crankcase 200.

  FIG. 2 is a schematic diagram illustrating configurations of the rammer main body 110 and the engine unit 112. As shown in FIG. 2, the rammer body 110 is provided with a centrifugal clutch 210, an eccentric crankshaft 212 and a rod 214 inside the crankcase 200.

  The centrifugal clutch 210 includes a clutch outer 210a and a clutch inner 210b, and the clutch inner 210b is disposed in the bottomed cylindrical clutch outer 210a. In the centrifugal clutch 210, the clutch inner 210b and the clutch outer 210a are separated from each other when the clutch inner 210b is not rotating. When the clutch inner 210b starts to rotate, the clutch shoe provided on the clutch inner 210b opens, and the clutch outer 210a and the clutch inner 210b start to contact each other. When the clutch inner 210b reaches a predetermined rotation speed (for example, 1500 rpm), the clutch outer 210a and the clutch inner 210b are completely in contact with each other, and power is transmitted from the clutch inner 210b to the clutch outer 210a to the maximum extent. One end of the eccentric crankshaft 212 is connected to the clutch outer 210a. The rod 214 has one end connected to the eccentric crankshaft 212 and the other end connected to the compression unit 206, and extends over the inside of the crankcase 200, the telescopic unit 202 and the leg unit 204.

  The engine unit 112 includes an engine 300 and an axial gap motor power generator 302. As the engine 300, a gasoline engine, a diesel engine, or the like is applied. In this embodiment, a case where a gasoline engine having a governor mechanism is applied will be described.

  The engine 300 is disposed at a position separated from the crankcase 200, and the output shaft 312 projects from the engine body 310 to the crankcase 200 side. The output shaft 312 is disposed in a direction orthogonal to the direction in which the rod 214 extends, extends from the engine main body 310 into the crankcase 200, and has a clutch inner 210b of the centrifugal clutch 210 at the end on the crankcase 200 side. Is connected. The engine body 310 is provided with a piston, a cylinder, a crank, a spark plug, a throttle (not shown), an ignition system 314 that ignites the spark plug, a carburetor 316 having a throttle opening detection mechanism that detects the throttle opening, and the like. The output shaft 312 is rotated by driving the fuel supplied from the fuel tank 122 by detonating. The engine 300 rotates the eccentric crankshaft 212 via the centrifugal clutch 210 when the output shaft 312 is rotating at a rotational speed equal to or higher than the rotational speed at which the centrifugal clutch 210 is completely in contact, Reciprocate vertically.

  The axial gap motor power generator 302 is disposed between the crankcase 200 and the engine main body 310 so as to surround the output shaft 312 along the axial direction. The axial gap motor power generator 302 includes a housing 320, a rotor 322, a first stator 324, and a second stator 326, and the rotor 322, the first stator 324, and the second stator 326 are provided in the housing 320. In the rotor 322, a disk member 322a having an opening in the center and formed in a disk shape is fixed to an output shaft 312 inserted through the opening. In the disk member 322a, a plurality of magnets 322b are arranged on both surfaces orthogonal to the axial direction of the output shaft 312 so that the magnetization directions are alternately reversed along the rotation direction (circumferential direction) of the output shaft 312.

  The first stator 324 is fixed to the housing 320 so that a cylindrical member 324a having a through hole in the center and formed in a cylindrical shape is spaced apart from one side surface of the rotor 322 by a predetermined interval (for example, about 1 mm). The output shaft 312 is rotatably inserted without contacting the opening of the cylindrical member 324a. The first stator 324 is a surface facing the one side surface of the rotor 322 in the cylindrical member 324a, and a plurality of coils 324b are connected along the circumferential direction at a position facing the magnet 322b disposed on the rotor 322. Arranged.

  In the second stator 326, a cylindrical member 326a having a through hole in the center portion and formed in a cylindrical shape is opposite to the other side surface of the rotor 322 (the side surface opposite to the side surface facing the first stator 324). It is fixed to the housing 320 so as to be separated by a predetermined interval (for example, about 1 mm), and the output shaft 312 is rotatably inserted without contacting the opening of the cylindrical member 326a. The second stator 326 is a surface facing the other side surface of the rotor 322 in the cylindrical member 326a, and a plurality of coils 326b are connected along the circumferential direction at a position facing the magnet 322b disposed on the rotor 322. Arranged.

  When the axial gap motor power generator 302 functions as a motor, when an alternating current flows through the coil 324b of the first stator 324 and the coil 326b of the second stator 326 by the electric power supplied from the battery 116 (FIG. 1), the coil The electric field around 324b and 326b changes. Then, the rotor 322 is rotated by the electric field generated by the coils 324b and 326b and the magnetic field generated by the magnet 322b of the rotor 322. As a result, the axial gap motor power generator 302 rotates the output shaft 312 together with the rotor 322.

  On the other hand, when the axial gap motor power generator 302 functions as a generator, when the engine 300 is driven and the rotor 322 rotates together with the output shaft 312, the magnetic field around the magnet 322b of the rotor 322 changes. An induced current flows through the coil 324b of the stator 324 and the coil 326b of the second stator 326. Thereby, the axial gap motor power generator 302 generates electric power, that is, generates electric power.

  FIG. 3 is a functional block diagram showing a schematic electrical configuration of the tamping rammer 100. As shown in FIG. 3, the system controller 118 includes a semiconductor integrated circuit including a CPU 400, a ROM 402 storing programs, a RAM 404 as a work area, and the like. The CPU 400 functions as a drive control unit 410 and an engine load detection unit 412.

  The operation display unit 120 includes a system start switch 500, an engine start switch 502, an engine stop switch 504, a speed control lever 506, and a warning lamp 508. The system start switch 500 outputs a start signal to the system controller 118 when operated by the user. The engine start switch 502 outputs a start signal to the system controller 118 when operated by a user. The engine stop switch 504 outputs a stop signal to the system controller 118 and the ignition system 314 when operated by the user. The speed control lever 506 is a lever for switching from the idle position to the work position. The idle position is a position where the rotational speed of the engine 300 is set to the rotational speed in the idling state (idling rotational speed) in which the centrifugal clutch 210 is disengaged. The rotational speed is a position set to the rotational speed (working rotational speed) in the working state in which the centrifugal clutch 210 is connected. Further, a plurality of work positions are provided so that the rotation speed of the engine 300 can be switched in stages. The warning lamp 508 is turned on when an abnormal signal indicating abnormality is input from the system controller 118.

  When the system start switch 500 is operated by a user and a start signal is input in a stop state where power is not supplied to the system controller 118, the tamping rammer 100 is supplied with power from the battery 116 to the system controller 118. The system controller 118 is activated. At this time, the CPU 400 functions as the drive control unit 410 and the engine load detection unit 412 by reading the drive control processing program stored in the ROM 402 and developing the program in the RAM 404 and executing the drive control processing.

  Thereafter, when the engine start switch 502 is operated by the user and a start signal is input, the drive control unit 410 determines whether the abnormal signal is turned on / off, the rotational speed set by the speed control lever 506, and the amount of charge of the battery 116. Check. Then, the drive control unit 410 has the abnormal signal OFF, the speed control lever 506 is in the idle position, and the battery 116 stores an amount of charge that is greater than the amount of power required to start the engine 300. If it is determined that the axial gap motor generator 302 is operated, the axial gap motor power generator 302 is caused to function as a motor. Specifically, the drive controller 410 supplies power from the battery 116 to the coils 324b and 326b of the axial gap motor power generator 302, and rotates the rotor 322 (FIG. 2) of the axial gap motor power generator 302 at, for example, 700 rpm. . At the same time, drive control unit 410 supplies power from battery 116 to ignition system 314 of engine 300 to ignite the spark plug.

  When the rotor 322 of the axial gap motor power generator 302 rotates, the output shaft 312 of the engine 300 also rotates together, and the engine 300 starts. At this time, the drive control unit 410 detects the rotational speed of the engine 300 based on the rotational speed of the rotor 322 connected to the output shaft 312, and detects that the rotational speed of the engine 300 is, for example, 1000 rpm or more. It is determined that engine 300 has completely exploded and is in an idling state, and power supply from battery 116 to axial gap motor power generator 302 is stopped. In addition, the rotation speed of the rotor 322 is detected through an encoder or a resolver, for example.

  On the other hand, drive control unit 410 determines that the abnormality signal is on, speed control lever 506 is not in the idle position, and the amount of power stored in battery 116 is less than the amount of power required to start engine 300. In some cases, engine 300 is not started. Further, the drive control unit 410 turns on the abnormal signal when the speed control lever 506 is not in the idle position and when the amount of power stored in the battery 116 is less than the amount of power required to start the engine 300. To. Then, the drive control unit 410 notifies the user of the abnormality by outputting an abnormality signal to the warning lamp 508 and lighting it, so that the speed control lever 506 is placed in the idle position or the battery 116 is charged. Prompt.

  The drive control unit 410 also determines that the engine 300 has not completely exploded even after elapse of a cranking time set to, for example, 5 seconds from the start of the engine 300, and the rotational speed of the rotor 322 is 500 rpm. If it is less, the supply of electric power from the battery 116 to the axial gap motor power generator 302 is stopped, and the start of the engine 300 is stopped. Then, when the rotational speed of the rotor 322 is less than 500 rpm, the drive control unit 410 turns on the abnormal signal, outputs the abnormal signal to the warning lamp 508, and lights it. The state in which the rotational speed of the rotor 322 is less than 500 rpm is a state in which a high load is applied to the axial gap motor power generation body 302 due to, for example, exhaustion of the battery 116 or accompanying rotation of the centrifugal clutch 210.

  By the way, since the conventional tamping rammer is designed to start the engine by the recoil starter, the user operates the recoil starter with the other hand while supporting the tamping rammer with one hand. However, the tamping rammer is unstable because it is not self-supporting with a single leg structure, and it is difficult to operate the recoil starter with one hand while supporting the tamping rammer with the other hand. On the other hand, it is conceivable to start the engine by providing a cell motor. In this case, however, the cell motor must be provided on the side opposite to the rammer main body, resulting in an increase in size as a whole.

  On the other hand, the tamping rammer 100 causes the axial gap motor power generator 302 to function as a motor, supplies power from the battery 116 to the axial gap motor power generator 302, and rotates the rotor 322 to start the engine 300. The axial gap motor power generator 302 can be disposed between the engine main body 310 and the rammer main body 110 and is thin in the axial direction, so that it can be downsized without increasing the size as a whole. The engine 300 can be easily started in a stable state while supporting the portion 114, and operability can be improved.

  When the drive control unit 410 confirms that the engine 300 is completely detonated and is in an idling state, the drive control unit 410 causes the axial gap motor power generator 302 to function as a power generator, and the rotor 322 of the axial gap motor power generator 302 rotates. Electric power generated by the first stator 324 and the second stator 326 is transmitted to the battery 116. As a result, electric power is stored in the battery 116. Engine load detector 412 detects the load of engine 300 based on the throttle opening degree detected by carburetor 316.

  When the speed control lever 506 is switched from the idle position to the work position by the user, the drive control unit 410 increases the rotation speed of the engine 300 to the work rotation speed. During this time, the engine load detection unit 412 continues to detect the load of the engine 300.

  FIG. 4 is a graph showing the rotation speed of the rammer main body 110 (the vibration frequency of the compression unit 206) and the load of the engine 300. As shown in FIG. 4, when engine 300 is in an idling state, centrifugal clutch 210 is disconnected and the load on engine 300 is small. On the other hand, when the engine 300 is switched to the working rotational speed, when the rotational speed of the engine 300 increases and the clutch inner 210b of the centrifugal clutch 210 starts to contact the clutch outer 210a, the engine is rotated to rotate the eccentric crankshaft 212. The load of 300 increases rapidly. Thereafter, when the rammer body 110 reaches the working speed, the load on the engine decreases and becomes a substantially constant value.

  Therefore, the engine load detection unit 412 detects whether the load of the engine 300 is equal to or greater than the first threshold value TS1 (for example, the opening degree of the throttle detected by the carburetor 316 is 60 degrees), that is, whether the engine 300 is a high load. To do. When the engine load detection unit 412 detects that the load of the engine 300 is equal to or greater than the first threshold value TS1, the drive control unit 410 causes the axial gap motor power generator 302 to function as a motor. That is, the drive control unit 410 supplies electric power from the battery 116 to the coil 324 b of the first stator 324 and the coil 326 b of the second stator 326 of the axial gap motor power generator 302 to rotate the rotor 322.

  When the rotation speed of the engine 300 further increases, the clutch inner 210b of the centrifugal clutch 210 is completely in contact with the clutch outer 210a, and the eccentric crankshaft 212 starts rotating at the same rotation speed as the output shaft 312, the load of the engine 300 is increased. Decrease. Therefore, the engine load detection unit 412 detects whether the load of the engine 300 is less than a second threshold value TS2 (for example, the opening degree of the throttle detected by the carburetor 316 is 50 degrees), that is, whether the engine 300 has become a low load. To do. When the engine load detection unit 412 detects that the load of the engine 300 is less than the second threshold value TS2, the drive control unit 410 stops supplying power from the battery 116 to the axial gap motor power generator 302. .

  The drive control unit 410 also supplies power from the battery 116 to the axial gap motor power generator 302 even when, for example, a power assist time of 3 seconds elapses after the axial gap motor power generator 302 starts to function as a motor. Stop. It should be noted that even when the power assist time has elapsed, the power supply to the axial gap motor power generator 302 is usually stopped because the time required to increase the engine speed from the idling speed to the working speed is less than 3 seconds. This is because. In addition, in order to supply power to the axial gap motor power generator 302 for a longer time, the amount of power stored in the battery 116 must be increased, and the battery 116 will be enlarged. .

  When the engine 300 reaches the working speed, the drive control unit 410 causes the axial gap motor power generator 302 to function as a power generator, and transmits power generated by the axial gap motor power generator 302 to the battery 116 to store the power. . The engine load detection unit 412 continues to detect the load of the engine 300 even while the engine 300 is at the working rotation speed and the rammer main body 110 is in the working state. Then, when the engine load detection unit 412 detects that the engine 300 has become a high load by performing, for example, the user pressing the repressing unit 206, the drive control unit 410, as described above, The axial gap motor power generator 302 is caused to function as a motor.

  As described above, when the engine load detection unit 412 detects that the engine 300 has a high load, the drive control unit 410 causes the axial gap motor power generation unit 302 to function as a motor, and the axial gap motor power generation unit 302 causes the output shaft 312 to function. To reduce the load on the engine 300. That is, the axial gap motor power generator 302 performs power assist when the engine 300 is under a heavy load. As a result, the engine 300 can have an output corresponding to the load in the working state, and thus the engine 300 can be reduced in size and operability can be improved.

  Drive controller 410 stops engine 300 when engine stop switch 504 is operated by the user and a stop signal is input.

(Drive control process)
FIG. 5 is a flowchart illustrating the flow of the drive control process. FIG. 6 is a flowchart illustrating the flow of the engine start process. FIG. 7 is a flowchart illustrating the flow of the power assist process. The engine start process and the power assist process shown in FIGS. 6 and 7 are subroutines of the drive control process shown in FIG. As shown in FIG. 5, when the start signal is input and the system controller 118 is activated, the CPU 400 starts a drive control process.

  When the drive control process is started, the drive control unit 410 initializes the system (step S100), and determines whether or not the abnormal signal is on (step S102). If drive control unit 410 determines that the abnormal signal is on (YES in step S102), it outputs the abnormal signal to warning lamp 508 to light it (step S104). Thereafter, the drive control unit 410 executes an engine stop process for stopping the engine 300 (step S106), and moves the process to step S100.

  When it is determined that the abnormal signal is off (NO in step S102), drive control unit 410 determines whether or not the stop signal is on (step S108). If drive control unit 410 determines that the stop signal is on (YES in step S108), it moves the process to step S106. On the other hand, when it is determined that the stop signal is off (NO in step S108), drive control unit 410 determines whether engine 300 is in operation (step S110) and engine 300 is in operation. (YES in step S110), the process proceeds to step S120.

  When it is determined that engine 300 is not in operation (NO in step S110), drive control unit 410 determines whether engine start switch 502 is operated by the user and a start signal is input (step S112). If it is determined that the start signal has not been input (NO in step S112), the process proceeds to step S100.

  When it is determined that the start signal is input (YES in step S112), drive control unit 410 determines whether speed control lever 506 is in the idle position (step S114). When drive control unit 410 determines that speed control lever 506 is in the idle position (YES in step S114), drive control unit 410 determines whether or not the amount of power stored in battery 116 is sufficient for starting engine 300. (Step S116).

  If drive control unit 410 determines that speed control lever 506 is not in the idle position (NO in step S114), and determines that the amount of power stored in battery 116 is not sufficient to start engine 300. (NO in step S116), the abnormal signal is turned on (step S118), and the process proceeds to step S100.

  If drive control unit 410 determines that the amount of power stored in battery 116 is sufficient to start engine 300 (YES in step S116), drive control unit 410 executes an engine start process (step S200). Move on to processing. Details of the engine starting process will be described later.

  On the other hand, when it is determined that engine 300 is in operation (YES in step S110), the position of speed control lever 506 is confirmed (step S120), and the rotational speed corresponding to the position of speed control lever 506 is set to the target of engine 300. The rotational speed is determined (step S122). Then, engine load detection unit 412 confirms the load of engine 300 based on the opening degree of the throttle (step S124).

  As a result of step S124, it is determined whether or not the load of the engine 300 is equal to or higher than the first threshold value TS1, that is, whether or not the engine 300 has a high load (step S126). When it is determined that engine 300 is not at a high load (NO in step S126), drive control unit 410 causes axial gap motor power generator 302 to function as a generator, and uses battery 116 to generate electric power generated by axial gap motor power generator 302. The charging process for transmitting the power to the battery and storing the power is executed (step S128), and the process proceeds to step S100. In the charging process, when the abnormal signal and the stop signal are off (NO in step S102 and step S108), and engine 300 is in operation and the load is not high (YES in step S110, NO in step S126), the charging process continues. Done.

  On the other hand, when it is determined that engine 300 has a high load (YES in step S126), drive control unit 410 executes a power assist process (step S300), and the process proceeds to step S100. Details of the power assist process will be described later.

(Engine start-up process)
As shown in FIG. 6, when the engine start process is started, the drive control unit 410 initializes a subroutine for the engine start process (step S202), causes the axial gap motor power generator 302 to function as a motor, and causes the rotor 322 to move to 700 rpm, for example. (Step S204). Subsequently, the drive control unit 410 starts a cranking time timer (step S206), and after a predetermined time has elapsed (step S208), determines whether the cranking time timer has overflowed (elapsed) (step S210). ).

  If it is determined that the cranking time timer has overflowed (YES in step S210), drive control unit 410 determines that the initial operation is defective (step S212), and ends the supply of power to axial gap motor power generator 302 (step S212). S220), the engine start process is terminated. On the other hand, when it is determined that the cranking time timer has not overflowed (NO in step S210), drive control unit 410 determines whether the rotational speed of rotor 322 is 500 rpm or higher and the rotational speed of rotor 322 is normal. Is determined (step S214).

  If it is determined that the rotational speed of rotor 322 is not normal (NO in step S214), drive control unit 410 turns on an abnormal signal (step S216) and ends the supply of power to axial gap motor power generator 302 ( Step S220), the engine start process is terminated. On the other hand, when it is determined that the number of rotations of rotor 322 is normal (YES in step S214), drive control unit 410 determines whether engine 300 is rotating at 1000 rpm and engine 300 is completely exploded. (Step S218).

  When it is determined that engine 300 has not completely exploded (NO in step S218), drive control unit 410 repeats steps S210 to S218. On the other hand, when it is determined that engine 300 has completely exploded (YES in step S218), drive control unit 410 ends the supply of power to axial gap motor power generator 302 (step S220) and ends the engine start process. .

(Power assist processing)
As shown in FIG. 7, when the power assist process is started, the drive control unit 410 initializes a power assist process subroutine (step S302), causes the axial gap motor power generator 302 to function as a motor, and rotates the rotor 322. (Step S304). Subsequently, the drive control unit 410 starts an assist time timer (step S306), and determines whether or not the assist time timer has overflowed (elapsed) (step S308).

  If it is determined that the assist time timer has overflowed (YES in step S308), drive control unit 410 moves to the process in step S318. On the other hand, when it is determined that the assist time timer has not overflowed (NO in step S308), drive control unit 410 reconfirms the position of speed control lever 506 (step S310). Then, drive control unit 410 re-determines the target rotational speed of engine 300 according to the position of speed control lever 506, and rotates the rotational speed of engine 300 to the target rotational speed (step S312).

  Thereafter, the engine load detection unit 412 confirms the load of the engine 300 (step S314), and determines whether or not the engine load is less than the second threshold value TS2, that is, whether or not the load of the engine 300 is low. Judgment is made (step S316). When it is determined that the load on engine 300 is not low (NO in step S316), drive control unit 410 and engine load detection unit 412 repeat steps S308 to S316.

  On the other hand, when it is determined that the assist time timer has overflowed (YES in step S308) and when it is determined that the load of engine 300 is low (YES in step S316), drive control unit 410 has an axial gap motor. The supply of power to the power generator 302 is terminated (step S318), and the power assist process is terminated.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to this embodiment. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Is done.

  In the above-described embodiment, a gasoline engine is applied as the engine 300, but a diesel engine may be applied. In this case, the diesel engine is provided with an actuator for stopping fuel injection and a rack position detection unit for detecting the position of the rack for adjusting the fuel injection amount, and the engine load detection unit 412 is detected by the rack position detection unit. The engine load may be detected based on the rack position.

  In the above-described embodiment, when the drive control process is executed, the engine start process and the power assist process are executed. However, only one of the engine start process and the power assist process may be executed. Good.

  The present invention can be used for a tamping rammer and an engine unit for a tamping rammer.

DESCRIPTION OF SYMBOLS 100 ... Tamping rammer 110 ... Ramer main-body part 112 ... Engine unit 116 ... Battery 300 ... Engine 302 ... Axial gap motor power generation body 322 ... Rotor 324 ... 1st stator 326 ... 2nd stator 410 ... Drive control part 412 ... Engine load detection part

Claims (8)

An engine,
A rammer body having a repressing portion that reciprocates by power output from the output shaft of the engine;
An axial gap that is connected to the output shaft between the engine and the rammer main body and rotates the output shaft by supplying electric power from the outside, or generates electric power in response to rotation of the output shaft by the engine A tamping rammer comprising: a motor generator. A battery that stores electric power generated by the axial gap motor power generator;
The tamping rammer according to claim 1, wherein the axial gap motor power generator starts the engine by rotating the output shaft with electric power stored in the battery. A handle gripped by the user;
A vibration isolator disposed between the handle and the pressure member and suppressing vibration of the pressure member to the handle;
The tamping rammer according to claim 2, wherein the battery is fixed to the handle. An engine load detector for detecting the load of the engine;
The system further comprises a drive control unit that controls the axial gap motor power generation unit based on a load of the engine detected by the engine load detection unit to generate power or rotate the output shaft. Item 4. The tamping rammer according to any one of Items 1 to 3.   The drive control unit rotates the output shaft of the axial gap motor power generator when the engine load detected by the engine load detection unit is equal to or greater than a predetermined threshold, and when the load is less than the threshold, the axial gap The tamping rammer according to claim 4, wherein the motor generator is configured to generate electric power. The overpressure section is connected to the output shaft of the engine via a clutch,
The drive control unit
After the engine is started, when the engine load detecting unit detects that the load of the engine when the pressure-reducing unit is connected to the output shaft via the clutch is greater than or equal to a predetermined threshold, The tamping rammer according to claim 4 or 5, wherein the output shaft is rotated by an axial gap motor power generator. The axial gap motor generator is
A plurality of magnets that are fixed to the output shaft and rotate integrally with the output shaft, and in opposite directions perpendicular to the output shaft, the magnetization directions are alternately reversed along the rotation direction of the output shaft. A rotor on which the body is arranged;
A stator in which a plurality of coils are disposed at positions along the rotational direction facing the magnetic body disposed in the rotor and spaced apart from each other by a predetermined distance in the axial direction with respect to the facing surface of the rotor. ,
The tamping rammer according to any one of claims 1 to 6, wherein the engine is arranged in a direction orthogonal to a moving direction in which the output shaft reciprocates the repressing part. An engine unit used for a tamping rammer,
An engine that reciprocates the negative pressure part by the power output from the output shaft;
Connected to the output shaft between the engine and the rammer main body portion having the squeezing pressure portion, and the electric power is supplied to rotate the output shaft or to generate electric power according to the rotation of the output shaft. An engine unit for a tamping rammer comprising an axial gap motor power generator.

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