JP2552912B2 - Retarder - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a retarder for braking a vehicle, and more particularly, it absorbs torque applied from the outside by a generator provided in a flywheel housing of an engine. The present invention relates to a retarder that generates a braking force.

[Outline of Invention]

An inductor is attached to the outer periphery of the flywheel of the engine to form a rotor, and a pole with a coil wound is provided on the inner periphery of the flywheel housing to form a stator.
Configure a generator. The coil of the stator is a combined field and output coil and is divided into, for example, four phases. Then, the number of teeth of the stator and the number of teeth of the rotor are not made to be a multiple, but the structure is shifted depending on the phase. That is, for example, the stator has 32 poles and the rotor has 34 poles or 36 poles, and a rotating magnetic field is created by switching four phases, and power is generated by the phase difference from the mechanical angle. At this time, the torque applied from the outside is absorbed. So that the braking force is generated. In addition, the generator is used as a motor to start the engine by switching the phase of excitation of the stator coil, and a retarder having the function of the motor is provided.

[Conventional technology]

2. Description of the Related Art A retarder has been conventionally provided in order to apply a braking force to a vehicle to assist braking of a service brake. A conventional retarder is, for example, an eddy current type retarder, which generates an eddy current by an electromagnetic action between a rotating body and a stator provided in the middle of a power line. Such an eddy current type retarder absorbs torque during braking, converts it into heat, and discharges it into the atmosphere. Such a retarder has a drawback that it is heavy and requires a large space.

Therefore, as disclosed in Japanese Patent Application Laid-Open No. 59-221431, a generator is provided in a flywheel housing of an engine, and when the generator generates power, a braking force is generated by externally absorbing torque. A retarder has been proposed. In such a retarder, the rotor can be used also by the flywheel of the engine, and it does not require a new space and can be compactly assembled in the engine.

[Problems to be solved by the invention]

However, in a conventional eddy current type retarder or a retarder including a generator incorporated in a flywheel housing, the torque absorbed during braking is converted into heat and released. That is, the energy absorbed from the outside during braking or power generation is discarded into the atmosphere without being effectively used. Therefore, an alternator was required to charge the battery and drive the vehicle load, or a starter motor had to be provided in the engine for cranking at the start of the engine.

The present invention has been made in view of such problems, and a generator that constitutes a retarder for braking is provided with a function as a motor, so that the engine can also be started. It is intended to provide.

[Means for solving problems]

The present invention comprises a rotor of a switched reluctance generator having an inductor having teeth with a constant pitch on the outer periphery of a flywheel of an engine and an n-phase coil attached to a flywheel housing. , Each phase is composed of a plurality of coils wound around a pole fixedly arranged at the same pitch as the teeth of the rotor, and the pole wound with the coils of each phase has an electrical angle of 2π / The stator of the switched reluctance generator facing the teeth of the rotor so as to be offset by n, switching means connected to each coil of the stator, and the phase of the current of the coil via the switching means. And a phase control means for controlling the external phase when the switched reluctance generator generates electric power. The above-mentioned switched reluctance generator is used as a motor by controlling the phase of the current by the phase control means at the time of starting the engine so as to obtain a braking force by absorbing torque from the motor. The present invention relates to a retarder characterized by starting an engine.

[Action]

Therefore, by controlling the phase of the current supplied to the coil by the phase control means to enter the start mode, the generator that constitutes the retarder functions as a motor, and the engine cranks and starts the engine. Will be.

〔Example〕

I. Configuration FIG. 1 shows an engine 10 including a retarder according to an embodiment of the present invention. A flywheel housing 12 is provided between the engine 10 and the transmission 11.
The flywheel 13 is rotatably housed in the flywheel housing 12. The flywheel 13 constitutes a rotor of the generator, and a stator 14 is provided in the housing 12 so as to face the outer peripheral portion of the rotor. Ie rotor 13 and stator
A switched reluctance type generator 15 is constituted by 14 and the generator 15 is constituted by a retarder.

The stator 14 of the generator 15 is connected to a drive control circuit 16, and a load resistance 17 is connected to the drive control circuit 16. Further, a battery 18 and a vehicle load 19 are connected to the drive control circuit 16.

The structure of the switched reluctance generator 15 in the flywheel housing 12 will be described in more detail with reference to FIGS. 2 to 4. The flywheel 13 is fixed to the crankshaft 22 that constitutes the output shaft of the engine 10. There is.
The inductor 23 is fixed to the outer peripheral side of the flywheel 13. The inductor 23 is fixed to the ring-shaped holder 25 with a bolt 24. The ring-shaped holder 25 is connected to the outer peripheral side of the flywheel 13. On the other hand, a stator yoke 26 is provided on the flywheel housing 12 side, a pole 27 is formed on the stator yoke 26, and the stator yoke 26 is fixed to the flywheel housing 12 with bolts. , 4-phase stator coil on pole 27
31, 32, 33, 34 are wound respectively.

FIG. 4 shows the rotor and the stator in an expanded manner in order to explain the relationship between the pole 27 around which the coils 31 to 34 are wound and the inductor 23 on the rotor 13 side. When the pole 27 around which the a-phase coil 31 is wound coincides, the pole 27 around which the c-phase coil 33 is wound lags behind the inductor 23 by 90 ° in electrical angle. The pole 27 around which the b-phase coil 32 is wound is delayed by 180 ° with respect to the inductor 23. The pole 27 around which the d-phase coil 34 is wound is delayed by 270 ° with respect to the inductor 23. That is, in this generator, the pole 27 of the stator is shifted in pitch from the inductor 23 of the rotor 13, and the structure is such that the poles 27 are not a multiple of the inductor of the rotor 13 but are displaced by phases. The switching reluctance type generator which generates a magnetic field by generating the electric power is configured.

Next, the configuration of the circuit of this generator will be described with reference to FIG. The four-phase coils 31 to 34 are connected to each other in an H shape, and are connected to the thyristors 41 to 44 via the diodes 35 to 38, respectively. A commutation capacitor 39 is connected between the anodes of the thyristors 41 and 42, and a commutation capacitor 40 is connected between the cathodes of the thyristors 43 and 44. Further, the cathodes of the thyristors 41 and 42 and the anodes of the thyristors 43 and 44 are connected to each other.

The cathodes of the thyristors 41 and 42 are connected to the load resistor 17 via the reactor 45. A thyristor 46 is connected in series between the other end of the load resistor and the anodes of the thyristors 43 and 44. Further, a current detector 47 is attached between the reactor 45 and the load resistor 17, and the detector 47 detects the drive current Id.

Further, in the circuit shown in FIG. 5, diodes 49 and 50 are connected in the charging circuit for the battery 18 to regulate the direction of the charging current. A transistor 51 is placed between the anodes of the diodes 49 and 50.
However, a transistor 52 is placed between the cathodes of the diodes 49 and 50.
Are connected respectively. The diodes 49 and 50 are connected to each other by a capacitor 53. A transistor 54 is connected between the diode 49 and the capacitor 53, and a diode 55 is connected in parallel with the transistor 54. Further, a diode 56 is connected between the diode 55 and the diode 50. Further, the emitter of the transistor 54 is connected to the battery 18 via the reactor 57, and the current detector 58 is attached between the reactor 57 and the battery 18. This current detector 58 is a battery
The charging current Id to 18 is detected.

The rotation angle of the rotor 13 of the generator 15 is detected by the position sensor 60, and its output is supplied to the phase detection circuit 61. Phase detection circuit
61 is connected to the phase control circuit 62. A control signal is supplied from the CPU 63 to the phase control circuit 62. The phase control circuit 62 is adapted to be connected to the gates of the thyristors 41 to 44 through one-shots 65 to 68 composed of multivibrators.

The current detectors 47 and 58 for detecting the drive current and the charging current, respectively, are both connected to the current / voltage detection circuit 70, and the detection circuit 70 is connected to the CPU 63. The CPU 63 is further connected to a mode changeover switch 71, a braking force command device 72, and a driving force command device 73. The current control circuits 74 and 75 are connected to the output side of the CPU 63, respectively. Current detectors 58 and 47 are connected to the input sides of these control circuits 74 and 75, respectively. The current control circuit 74 for controlling the battery current controls the switching of the transistor 54, and the current control circuit 75 for controlling the direct current controls the switching of the transistors 51 and 52. . Also CPU6
One shot consisting of a multivibrator on the output side of 3 7
6 and 77 are connected respectively. The one-shot 76 controls switching of the transistors 51 and 52, while the one-shot 77 supplies a control signal to the gate of the SCR 46 in the brake mode.

II. Operation 1. Basic operation (1) Braking and starting The development of the relationship between the stator 14 and the rotor 13 of the generator according to this embodiment is shown in FIG. Here, the phase a has the smallest gap and the smallest reluctance.
Further, the reluctance of the b phase has the maximum value. c phase and d
The phase has an intermediate value between them. Rotor like this
Depending on the rotation of 13, the reluctance of the coils 31 to 34 of each phase changes as shown in FIG. 6 or 7. When the d-phase coil 34 is excited in the state shown in FIG. 4, the inductor 23 of the rotor 13 is pulled by the magnetic force in the direction opposite to the rotating direction. Therefore, in this case the rotor
The stator coil 34 receives the braking force on the stator coil 34, and the braking mode is set. This is as shown in FIG.
This is a mode obtained by exciting the coils 31 to 34 of the phase to the d phase when the reluctance has an upward slope. By performing such an operation, the power generation output is induced in the coils 31 to 34 of each phase of the generator 15, and the torque applied from the outside is absorbed by the generator 15, so that braking is performed. The function as a retarder is generated.

On the other hand, in FIG. 4, when the c-phase coil 33 is excited, the inductor 23 of the rotor 13 is pulled in the rotating direction by the magnetic force. Therefore, in this case, the rotor 32 is rotationally driven by the coil 32. This means that, as shown in FIG. 7, the a-phase to d-phase coils 31 to 34 are excited when the reluctance is downwardly inclined. In this case, the switched reluctance generator 15 serves as a motor. It will work. Therefore, the start-up mode is displayed by this, and the generator 15 serves as a motor to crank the engine 10.

(2) Commutation As shown in FIGS. 6 and 7, in each of the braking mode and the starting mode, the four-phase coils 31 to 31
It is necessary to sequentially switch 34 according to the rotation of the rotor 13. Therefore, as shown in the lower part of FIGS. 6 and 7, four thyristors 41 to 44 are switched to control the current flow to these coils 31 to 34.

The commutation operation between the pair of thyristors in this case will be described with reference to FIGS. 8 and 9. Now, as shown in FIG. 8A, it is assumed that both thyristors 43 and 41 are conducting, and current is flowing through the c-phase coil 33 and the a-phase coil 31. In this state, as the rotation phase of the rotor 13 is detected, the thyristor 42 is
Add an ignition signal to the gate of. At this time the capacitor 39
As shown in FIG. 8B, since the portion of the thyristor 42 connected to the anode is charged with a positive polarity, a forward voltage is applied to the thyristor 42 by the capacitor 39. Therefore, at the same time when the ignition signal is applied, the thyristor 42 becomes conductive and the thyristor becomes non-conductive, and a current flows from the a-phase coil 31 to the diode 35, the capacitor 39, and the thyristor 42 in this order as shown in FIG. 8B. .

When a current flows through the thyristor 42 through the capacitor 39, the capacitor 39 is charged with a polarity opposite to the above polarity as shown in FIG. 8C. That is, the capacitor 39 is charged so that the electrode connected to the anode of the thyristor 41 is on the positive side. The change in the voltage of the capacitor 39 at this time is as shown in FIG. Then, when the voltage of the capacitor 39 exceeds a predetermined value, the change of this voltage causes the diode 36 to turn on. As a result, a current flows from the c-phase coil 33 to the b-phase coil 32 as shown in FIG. 8D. Then, this current is supplied to the load resistance 17 or the battery 18 side through the diode 36 and the thyristor 42, thereby completing the commutation.

That is, as shown in FIG. 9, when the thyristor 42 is turned on and the thyristor 41 is turned off, commutation from the a-phase to the b-phase is started when the voltage of the capacitor 39 reaches a predetermined value, and for a while. Between, that is, the overlapping period is a
Among the currents flowing in the two coils 31 and 32 of the phase and the b phase, the current is shunted in the direction in which the current of the a phase decreases and the current of the b phase increases, and then the diode 35 becomes non-conductive, The current of the phase is cut off and the current of the phase b flows.

Utilizing the action of such commutation capacitors 39 and 40,
By making each of the thyristors 41 to 44 conductive, it becomes possible to switch the currents of the phases 31 to 34 as shown in FIGS. 6 and 7, thereby enabling dynamic braking or starting. .

2. Brake mode (dynamic braking) (1) Phase control When braking is performed by the generator 15 as described above,
As shown in FIG. 6, the thyristors 41 to 44 are used to switch the currents to the coils 31 to 34 of the a-phase to the d-phase, thereby absorbing the torque from the outside when the generator 15 generates power. To generate a braking force. Then, in this brake mode, the phase control circuit shown in FIG.
By shifting the timing of the ignition signal applied to each thyristor 41-43 by 62, the phase of the current flowing through each phase 31-34 is advanced as shown by the dotted line in FIG. 6 to control the braking force. . When current starts to flow when the reluctance is downhill, driving force is generated in that part, so the braking force is offset and reduced by that amount, and the braking force is adjusted by this principle. become.

The phase control circuit 62 includes reference wave forming circuits 81 to 84 that generate a sawtooth wave of each phase, and these circuits 81 to 84 are also provided.
Are respectively connected to the comparators 85 to 88. And the output ends of the comparators 85-88 are one-shot 65-68
These one shots are each connected to 65 ~
The output of 68 controls the gates of SCR 41-44.

A changeover switch 89 is connected to the comparison input terminals of the comparators 85 to 88. And changeover switch 89
The contact on the braking side of the adder 90, the current control circuit 91,
And the series circuit of the inverter 92 is connected. The power generation side contact of the changeover switch 89 is connected to a series circuit of an adder 93, a voltage control circuit 94, a limiter 95, an adder 96, a current control circuit 97, and an inverter 98. The contact on the drive side of the switching switch 89 is directly connected to the drive signal source. The functions of each of these units are software controlled by the CPU 63.

In the above configuration, the relationship between the change in reluctance of the coils 31 to 34 of each phase and the phase-based sawtooth wave is the 11th.
As shown in the figure. The control signals of the respective phases are applied to the comparison input terminals of the comparators 85 to 88 to which the phase-based sawtooth wave is supplied. Therefore, the comparators 85 to 88 generate signals for triggering the thyristors 41 to 44 of the respective phases at the positions shown by arrows in FIG.

Therefore, when the level of the control signal changes as shown in FIG. 12, the position of the point crossing the phase reference wave shifts accordingly in the time axis direction, whereby the comparator 85
The output of ~ 88 also shifts in the time axis direction. Since the one-shots 65 to 68 generate pulses when the output of the comparators 85 to 88 changes from low level to high level, the timing at which the thyristors 41 to 44 are triggered according to the control signal is time. It will change in the axial direction.

FIG. 13 shows the change state of the voltage Vd when the phase angle is changed with the current Id as a parameter, and the braking force or the driving force may change linearly with the change of the phase angle. It is shown. Further, it is shown that the braking mode and the driving mode are selectively obtained by reversing the phase angle. Further, the braking force and the driving force can be adjusted by changing Id.

When the changeover switch 89 is switched to the braking side as shown in FIG. 10, the braking force command value given from the braking force command device 72 through the CPU 63, that is, the target value of Id and the actual Id are added by the adder 90. The output of the adder 90 is amplified by the current control circuit 91, further inverted by the inverter 92, and supplied to the respective comparators 85 to 88. Therefore, the phases of the SCRs 41 to 44 are changed according to the output of the adder 90, and the Id is controlled so as to match the target value.

As described above, by supplying a current to each phase 31 to 34 of the generator 15 as shown in FIG. 6, power generation is performed, and torque from the outside is absorbed to perform braking operation. Then, by switching the mode changeover switch 71, the CPU 63 conducts the thyristor 46 shown in FIG. Therefore, the power generation output generated by the coils 31 to 34 is supplied to the load resistor 17 and consumed by the resistor 17. Further, by making the transistor 54 conductive, the power generation output is supplied to the battery 18,
Can be charged. At this time, the current applied to the battery 18 is controlled by the chopper composed of the transistor 54, the diode 56, and the reactor 57. Part of the power output is the first
The load 19 is supplied to the vehicle load 19 shown in the figure to directly drive the load 19.

(2) Braking Release In order to release the braking operation by the generator 15 as described above, the mode releasing switch 71 gives an instruction to release the braking. Then, the CPU 63 supplies a control signal to the phase control circuit 62, and the thyristors 41-44 are supplied via the one-shots 65-68.
The phase advances as indicated by the dotted line in FIG. Then, the braking force gradually decreases. Then, when the braking force has decreased to a predetermined value, the CPU 63 makes a one-shot 76
Pulse to the bases of transistors 51 and 52 via
The transistors 51 and 52 are simultaneously turned on for a short time. Then, the voltage across the battery 18 is applied between the anode and cathode of the thyristor 46 via the transistors 51 and 52, and a reverse voltage is applied to the thyristor 46, causing the thyristor 46 to turn off. This makes the load resistance
The current passing through 17 is cut off and the braking mode is released. By turning on the transistors 51 and 52 momentarily and then turning them off again, the output of the generator constituted by the coils 31 to 34 is supplied to the battery 18 through the diodes 49 and 50. Will continue to be charged.

3. Power Generation Mode The power generation mode is an operation in which the generator 15 is used as an alternator, and the output of the generator 15 charges the battery 18 and drives the vehicle load 19.

In the power generation mode, the four-phase coil 31 of the generator 15
Control of the phase of the current to 34 is performed by the circuit shown in FIG. In this circuit, in the power generation mode, the changeover switch 89 can be switched to the contact on the power generation side. Therefore, the battery voltage Vb is compared with the target value in the adder 93, the comparison output is amplified by the voltage control circuit 94, and the output voltage is limited by the limiter 95 so as to be within a predetermined value.
Then, the limiter 95 obtains the target value of the current. This target value is compared with the actual battery current Ib in the adder 96. The output of the adder 96 is amplified by the current control circuit 97 and is inverted by the inverter 98, so that the four comparators 85 to 88 are provided.
Will be supplied to the comparison input terminal. In this way, by changing the trigger timing of the thyristors 41 to 44 through the one-shots 65 to 68, the coils 31 to
The phase of the current flowing to 34 will be adjusted, and the generator
15 outputs will be controlled.

Further, when the battery 18 is charged by using a part of the power generation output in the brake mode, the control of the charging voltage Vb to the battery 18 is performed by the circuit shown in FIG. The target value of Vb and the actual Vb are supplied to the container 100, and both are compared. And adder
The output of 100 is amplified by the voltage control circuit 101, and the output voltage is limited by the limiter 102 so as to be within a predetermined value. The output of the limiter 102 is the actual current value I detected by the current detector 58 in the adder 103.
Compared to b. The output of the adder 103 is used to turn ON / OFF the hysteresis circuit 104. The hysteresis circuit 104 controls the base current of the transistor 54.

FIG. 15 shows the operation of such a charging voltage control circuit, in which the charging current I
The transistor 54 is turned on and off so that a current Ib of a certain width can be obtained with respect to the target value of b, and when the electric voltage Vb is offset by this, control is performed so that it approaches the target value. It is supposed to be done.

4. Drive Mode In the drive mode, the generator 15 is used as a motor, whereby the engine 10 is cranked and started. That is, this is a mode in which the engine 10 is started by using the generator 15 as a starter motor. In this mode, the changeover switch 89 shown in FIG. 10 is changed over to the drive side. Therefore, the drive signal of a constant level has four comparators 85 to 88.
Will be directly supplied to. That is, in this drive mode, the phase control is not performed regardless of the increase or decrease of the starting torque, and the current phase is fixed at the position where the maximum drive torque is generated, as shown in FIG. This is to make effective use of the output of the battery 18,
Is prevented from being wasted.

In this way, in the drive mode, without performing phase control, instead of this, as shown in FIGS. 16 and 17, by performing PWM control by the transistors 51 and 52, the drive current supplied to the coils 31 to 34. I'm trying to control Id. As shown in FIG. 16, the PWM control circuit includes an adder 106, the output of which is a hysteresis circuit 107.
The hysteresis circuit 107
The output of is used to control the ON / OFF of the transistor 52.

The adder 106 compares the target value of Id with the actual Id obtained from the current detector 47. Then, the output is supplied to the hysteresis circuit 107. Therefore, the output of the hysteresis circuit 107 is turned ON / OFF, and the transistor 52 is turned ON / OFF based on this ON / OFF command. In this way the first
As shown in Fig. 7, the transistor 52 turns on and off, and the coil
The drive current Id flowing through 31 to 34 flows so as to have a constant width with respect to the target value, whereby the power generation mode 15 is controlled so as to always generate a constant drive torque.

In addition, in FIG. 16, only the transistor 52 is turned on / off.
However, instead of this, the transistor 5
It is also possible to make the loads on the two transistors 51 and 52 equal by alternately turning on and off the transistors 1 and 52. The two transistors 51 and 52 are used because when one transistor 52 is OFF, the energy stored in the reactor 45 causes a current to flow back through the other transistor 51.

〔The invention's effect〕

As described above, according to the present invention, the rotor of the switched reluctance generator including the inductor having the teeth with a constant pitch is provided on the outer peripheral portion of the flywheel of the engine and the n-phase coil attached to the flywheel housing. Each phase consists of multiple coils wound around poles that are fixedly arranged at the same pitch as the teeth of the rotor, and the poles around which the coils of each phase are wound are The stator of the switched reluctance generator facing the teeth of the rotor by shifting by 2π / n, the switching means connected to each coil of the stator, and the phase of the coil current is controlled via the switching means. And a phase control means for controlling the absorption of torque from the outside when the switched reluctance generator generates electricity. To obtain a braking force by starting the engine and to start the engine by using the switched reluctance generator as a motor by controlling the phase of the current by the phase control means at the time of starting the engine to enter the start mode. Is.

Therefore, the switched reluctance type generator that constitutes the retarder also serves as the starter motor, which makes it possible to omit the starter motor.

In particular, this switched reluctance type generator has a stator mounted on a flywheel, composed of n-phase coils, and each phase wound around a pole fixedly arranged at the same pitch as the teeth of the rotor. A high braking force is obtained because it consists of multiple coils, and the poles around which the coils of each phase are wound are arranged to face the rotor teeth by shifting the electrical angle by 2π / n for each phase. Not only this, when the switched reluctance type generator is used as the starter motor, a high driving torque is generated, and the engine can be reliably started by such driving torque.

Also, since the coils of each phase are wound around multiple poles that are arranged so that the electrical angle shifts by 2π / n for each phase, it is necessary to change the excitation phase of each phase coil. It becomes possible to obtain the braking mode and the starting mode, and it becomes possible to arbitrarily adjust the braking force and the driving torque by controlling the phase of the current flowing through the electromagnetic coil in each of those modes.

According to the configuration in which the coils of the stator are formed of four-phase coils, the four-phase coils are connected to each other in an H-shape, and the open ends of the coils of each phase are connected to the corresponding switching means, By switching the four-phase coils connected to the H-shape by the switching means, it becomes possible to operate with direct current, and by controlling the switching timing of the current of the switching means,
It becomes possible to control braking and starting. Moreover, it becomes possible to omit the inverter that easily generates harmonics, and it becomes possible to prevent deterioration of the battery due to harmonic current when charging the battery.

By connecting a battery for exciting a load resistance for braking to the coil of the stator of the switched reluctance generator, the coil of the stator becomes an exciting coil in the braking mode, and the coil of the stator becomes an electric machine in the starting mode. It is possible to configure the child coil, and it is possible to effectively utilize the stator coil to perform both braking and starting.

In addition, by fixing the current phase of the stator coil to the phase that produces the maximum torque in the start mode, it is possible to generate a large torque with a minimum current, which enables efficient engine starting. Therefore, it becomes possible to reduce the consumption of the battery when the engine is started by using such a switched reluctance generator as a motor.

[Brief description of drawings]

FIG. 1 is a side view of an engine including a retarder according to an embodiment of the present invention, FIG. 2 is an enlarged vertical sectional view of the retarder, FIG. 3 is a front view of the same, and FIG. 4 shows a stator and a rotor. FIG. 5 is an enlarged development front view, FIG. 5 is a circuit diagram of a control circuit, FIG. 6 is a waveform diagram showing operation in a braking mode, FIG. 7 is a circuit diagram showing operation in a driving mode, and FIG. 8 is a commutation operation. Circuit diagram, FIG. 9 is the same waveform diagram, FIG. 10 is a circuit diagram of the phase control circuit, FIG. 11 is a waveform diagram showing the operation of the phase control, FIG. 12 is the same enlarged diagram, and FIG. 13 is the phase angle. Graph showing the relationship between power generation output and power generation output, Fig. 14 is a circuit diagram of the charging voltage control circuit, Fig. 15 is a waveform diagram showing the same operation,
FIG. 16 is a circuit diagram of the drive current control circuit, and FIG. 17 is a waveform diagram showing the drive current control operation. The names of the main parts in the drawings are as follows. 12 …… Flywheel housing 13 …… Flywheel (rotor) 14 …… Stator 15 …… Switched reluctance type generator 31 …… Stator coil (a phase) 32 …… Stator coil (b phase) 33 …… Stator coil (Phase c) 34 …… Stator coil (d phase) 41 …… Thyristor (a phase) 42 …… Thyristor (b phase) 43 …… Thyristor (c phase) 44 …… Thyristor (d phase) 62 …… Phase control circuit

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Atsushi Obata 3-1, Hinodai, Hino-shi, Tokyo 1 Hino Motors Co., Ltd. (72) Inventor Hiroshi Uchino 1st, Toshiba-cho, Fuchu-shi, Tokyo Inside the Toshiba Fuchu Factory (72) Inventor Koji Sasaki 1-1-1, Shibaura, Minato-ku, Tokyo Inside Toshiba Headquarters office (72) Inventor Kozo Kawada 1000 Hamada, Aboshi-ku, Himeji-shi, Hyogo Nishiki Denki (56) References JP-A-60-75763 (JP, A) JP-A-62-101883 (JP, A) JP-A-61-200377 (JP, A) JP-A-61-31000 (JP, A) JP-A-61-73597 (JP, A)

Claims (5)

(57) [Claims] 1. A rotor of a switched reluctance generator having an inductor having teeth with a constant pitch on the outer periphery of a flywheel of an engine, and an n-phase coil mounted on a flywheel housing. In addition, each phase is composed of a plurality of coils wound around a pole fixedly arranged at the same pitch as the teeth of the rotor, and the pole wound with the coils of each phase has an electrical angle of 2π for each phase. / n, the stator of the switched reluctance generator facing the teeth of the rotor so as to be shifted by n, switching means connected to each coil of the stator, and the current of the coil via the switching means. Phase control means for controlling the phase, and, respectively, when the switched reluctance type generator performs power generation. A braking force is obtained by absorbing torque from the outside, and the switched reluctance generator is used as a motor by controlling the phase of the current by the phase control means at the time of starting the engine to enter a start mode. A retarder characterized in that the engine is started. 2. The coil of the stator is composed of four-phase coils, the four-phase coils are connected to each other in an H shape, and the open ends of the coils of each phase are connected to corresponding switching means. Claim 1 characterized in that
The retarder described in. 3. The stator coil is connected to a braking load resistor and an exciting battery, whereby the stator coil serves as both an exciting coil and an armature coil. The retarder according to claim 1. 4. The retarder according to claim 1, wherein a braking force in a braking mode is adjusted by controlling a phase of a current of a coil of the stator by the phase control means. 5. The starting torque in the starting mode is adjusted by fixing the phase of the current of the coil of the stator and controlling the amount of current flowing in the coil of the stator, while fixing the phase of the current of the coil of the stator. The reader according to claim 1, wherein: