JP4766563B2 - Vehicle power generation device - Google Patents

Description

  The present invention relates to a vehicular power generator that is connected to and driven by an output shaft of an engine, and in particular, a vehicle that can simplify the structure of a sensor that detects the rotation angle of the engine output shaft and the ignition timing of the engine. The present invention relates to a power generator.

  An internal combustion engine, that is, an engine, is provided with a pulse pickup device (hereinafter referred to as “pulsar sensor”) for detecting an ignition reference position. For example, Japanese Patent Laid-Open No. 7-103119 discloses an engine in which a pickup magnet is provided on a flywheel connected to a crankshaft of the engine and a pulsar sensor is provided on a flywheel cover.

  Also known is a so-called starter generator that combines an engine starter having a magnet rotor connected to the crankshaft and a stator attached to the wall of the engine (such as the outer surface of the crankcase) and a generator driven by the engine. It is done. When this starter / generator is a brushless type, a rotor angle sensor (hereinafter referred to as a “crank angle sensor” in view of the fact that the rotor is connected to the crankshaft) is required to determine the timing of energizing the stator windings. It becomes.

The present applicant has proposed a starter / generator that can achieve a small size by concentrating the pulsar sensor and the crank angle sensor in one place (see Japanese Patent Laid-Open No. 2001-349228).
JP 7-103119 A JP 2001-349228 A

  The starter / generator proposed previously by the present applicant is expected to be effective in reducing the installation space of the pulsar sensor and the crank angle sensor, but further simplification is desired. In view of this, the present inventors have focused on a magnet that is disposed opposite to the pulsar sensor and the crank angle sensor. Since the starter / generator described in Patent Document 2 has dedicated magnets for each of the pulsar sensor and the crank angle sensor, the number of parts is large, and further simplification and miniaturization have been desired.

  An object of the present invention is to provide a vehicular power generation apparatus that can be simplified and miniaturized by eliminating sensor magnets provided exclusively for a pulsar sensor and a crank angle sensor.

  To achieve the above object, the present invention provides an engine, a three-phase brushless generator driven by the engine, a crank angle sensor, a pulsar sensor, a detection magnet for the crank angle sensor, and a pulsar sensor. A detection magnet, a three-phase synchronization signal of the generator based on the detection signal of the crank angle sensor, an ignition reference position signal based on the detection signal of the crank angle sensor and the detection signal of the pulsar sensor, and detection of the pulsar sensor And a control device for outputting an ignition reference position signal of the engine based on the signal, wherein the detection trajectories of the crank angle sensor and the pulsar sensor are set so as to be deviated from each other in the extending direction of the crankshaft of the engine. And the detection magnet is A single magnet array comprising a plurality of magnets arranged in a ring shape along a region including both the crank angle sensor and the detection trajectory of the pulsar sensor, adjacent magnets have different polarities, Since the detection magnet is commonly used for the crank angle sensor and the pulsar sensor, the first feature is that a part of the plurality of magnets is arranged away from the detection track of the pulsar sensor.

  The present invention also includes an engine, a three-phase brushless generator driven by the engine, a crank angle sensor, a pulsar sensor, a detection magnet for the crank angle sensor, a detection magnet for the pulsar sensor, The generator outputs a three-phase synchronization signal based on the detection signal of the crank angle sensor, an ignition reference position signal based on the detection signal of the crank angle sensor and the detection signal of the pulsar sensor, and based on the detection signal of the pulsar sensor In the vehicular power generation device having a control device that outputs an ignition reference position signal of the engine, the detection trajectories of the crank angle sensor and the pulsar sensor are set to be deviated from each other in the extending direction of the crankshaft of the engine, The detection magnet is connected to the crank angle sensor. And a single magnet row composed of a plurality of magnets arranged in a ring shape along a region including both detection trajectories of the pulsar sensor, and adjacent magnets have different polarities, and the detection magnet Is commonly used for both the crank angle sensor and the pulsar sensor, and the detection magnet is disposed off the detection track of the pulsar sensor so that the magnetic flux leakage of the detection magnet can be detected by the pulsar sensor. The second feature is that leakage magnetic flux absorbing means is provided in a part of the plurality of magnets.

  Further, the present invention is the invention having the first feature, wherein instead of removing a part of the magnet row from the detection track of the pulsar sensor, the size of the magnet row is reduced so that the magnet row is removed from the detection track of the pulsar sensor. There is a third feature in this point.

  Further, the present invention is the invention having the second feature, wherein a part of the magnet row provided with the leakage flux absorbing means is provided so as to be biased from a detection track of the pulsar sensor toward a detection track of the crank angle sensor. There is a fourth feature in that the size is set smaller than the other part of the magnet row in the bias direction.

  Further, the present invention has a fifth feature in that the crank angle sensor and the pulsar sensor are arranged at a predetermined angle in the arrangement direction of the magnets of the magnet row.

  Further, the present invention has a sixth feature in that the output signal of the pulsar sensor is delayed for a predetermined time with respect to the output signal of the crank angle sensor.

  Further, in the present invention, when the output signal of the pulsar sensor is one of a predetermined level of a high level and a low level, the output signal of the crank angle sensor is the one level of the output signal of the pulsar sensor. There is a seventh feature in that the control device is configured to output an ignition reference position signal having an edge changed to a level corresponding to the ignition reference position as an ignition reference position.

  The present invention is also characterized in that the detection magnet is a power generation magnet provided on the rotor of the generator, and the crank angle sensor and the pulsar sensor are provided on the stator side of the generator. There is an eighth feature.

  Furthermore, the present invention has a ninth feature in that the generator is also used as a starter motor for the engine.

  According to the present invention having the first feature, the crank angle sensor and the pulsar sensor output mutually different pulse signals by removing a part of the detection magnet from the detection track of the pulsar sensor. The control device can output a generator three-phase synchronization signal and an engine ignition reference position signal based on these different signals. As a result, the detection magnets for the crank angle sensor and the pulsar sensor can be used in common by both sensors, and the detection magnet can be halved.

  According to the present invention having the second feature, since the detection track of the pulsar sensor is removed from the detection track of the crank angle sensor, the pulsar sensor can detect the leakage magnetic flux from other parts except for a part of the detection magnet. The crank angle sensor and the pulser sensor output different pulse signals. Therefore, the detection magnets for the crank angle sensor and the pulsar sensor can be shared by both sensors, and the detection magnet can be halved.

  According to the present invention having the third feature, a part of the detection magnet can be shifted from the orbit of the pulsar sensor by reducing a part of the detection magnet.

  According to the present invention having the fourth feature, a part of the magnet for detection is made small so that the leakage magnetic flux in that part does not easily act on the pulsar sensor, and the leakage magnetic flux absorbing means is provided, thereby further increasing the leakage. Magnetic flux can be made difficult to detect with the pulsar sensor.

  According to the present invention having the fifth and sixth features, it is possible to clarify the difference between the output signals of the crank angle sensor and the pulsar sensor and to reliably generate the ignition reference position signal.

  According to the present invention having the seventh feature, for example, when the output signal of the pulsar sensor is at a high level, the ignition reference position signal can be output at the rising edge of the output signal of the crank angle sensor.

  According to the present invention having the eighth feature, since the power generation magnet can be used also as the detection magnet, man-hours and costs can be reduced by reducing the number of parts.

  According to the present invention having the ninth feature, in the power generator that is also used as the starter motor of the engine, the generation mechanism of the three-phase synchronization signal and the ignition reference position signal for driving the power generator and the generator as a motor is simplified. it can.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 2 is a perspective side view of a motorcycle equipped with a starter / generator which is a vehicle power generation device according to an embodiment of the present invention. In the figure, a vehicle body front portion 3 a and a vehicle body rear portion 3 b are connected via a low floor portion 4, and a vehicle body frame forming a skeleton of the vehicle body constitutes a main portion by a down tube 6 and a main pipe 7. A seat 8 is disposed above the main pipe 7. A fuel tank and a storage box (both not shown) supported by the main pipe 7 are disposed below the seat 8.

  A handle 11 and a front fork 12 that supports the front wheel FW are rotatably supported on the head pipe 5 of the vehicle body front portion 3a. The handle 11 is covered with a handle cover 13. A bracket 15 is joined to the main pipe 7, and a hanger bracket 18 is formed at the front portion of the power unit 2, and the bracket 15 and the hanger bracket 18 are connected by a link member 16.

  The power unit 2 is equipped with a single-cylinder four-stroke engine E, and a belt-type continuously variable transmission 26 is provided behind the engine E. The belt type continuously variable transmission 26 is provided with a speed reducer 27 via a centrifugal clutch (not shown). A rear wheel RW is supported on the output shaft of the speed reducer 27. A carburetor 24 is connected to the intake pipe 23 of the engine E, and an air cleaner 25 is connected to the carburetor 24.

  A rear cushion 22 is provided between the upper portion of the speed reducer 27 and the main pipe 7, and the front end is supported by the bracket 15, the hanger bracket 18 and the link member 16 so as to be swingable on the main pipe 7. The rear part of the power unit 2 is supported.

  A starter / generator provided in the engine E will be described. FIG. 1 is a cross-sectional view of a starter / generator provided in the engine E, and FIG. 3 is a front view of an essential part. 1 and 3, the starter / generator 28 is connected to a stator 30 fixed to an intermediate member 29 attached to an outer surface of a crankcase (not shown) of the engine E, and a crankshaft 31 protruding from the engine E. The outer rotor 32 is provided.

  The stator 30 includes a stator core 33 formed by laminating silicon steel plates and a three-phase stator winding 34 wound around the stator core 33. Insulating plates 35 and 36 are arranged on both sides (left and right in the figure) of the stator core 33, and the stator winding 34 is wound around the stator core 33 via the insulating plates 35 and 36. The stator core 33 is attached to a boss 38 formed on the intermediate member 29 with a bolt 37 penetrating in the stacking direction of the silicon steel plates. Further, a cable 39 connected to each phase of the stator winding 34 is attached to the side surface of the stator core 33 with bolts 41 while being held by the cable clip 40.

  The outer rotor 32 includes an outer rotor main body 42 and a hub 43 for attaching the outer rotor main body 42 to the crankshaft 31. The outer rotor main body 42 includes an annular outer wall portion 44 and a disk-like side wall portion 45 connected to one side surface of the outer wall portion 44, and has a bowl shape with the side wall portion 45 as a bottom as a whole. The outer wall portion 44 and the side wall portion 45 can be formed integrally with each other. An opening 46 is provided at the center of the side wall 45, and the outer periphery of the hub 43 is fitted to the inner periphery of the opening 46 so that the outer rotor main body 42 and the hub 43 are assembled together.

  The outer periphery of the end portion of the crankshaft 31 is tapered so that the diameter decreases toward the tip portion, and the hub 43 has an inner peripheral surface shape that matches the tapered shape of the crankshaft 31. The hub 43 and the crankshaft 31 are engaged with each other through a key 47, and are configured to be rotatable integrally with each other. A nut 48 is screwed onto the male thread portion formed at the tip of the crankshaft 31, and displacement of the outer rotor 32 in the axial direction of the crankshaft 31 is restricted.

  A permanent magnet 49 is provided on the inner peripheral surface of the outer wall portion 44 of the outer rotor main body 42. The permanent magnet 49 is fixed to the outer rotor 32 by being fitted into a plurality of magnet housing portions formed on an annular rotor yoke installed along the inner periphery of the outer rotor main body 41. N and S magnetic poles are set at both radial ends of the stator core 33 so that the permanent magnet 49 forms a magnetic flux passing through the stator core 33 and the rotor yoke, and adjacent permanent magnets 49 are set so that the magnetic poles are different from each other. . For example, the permanent magnet 49 with the N pole set on the inner peripheral side and the S pole set on the outer peripheral side is arranged with the permanent magnet 49 set with the S pole on the inner peripheral side and the N pole set on the outer peripheral side. The The arrangement of the permanent magnet 49 will be described later.

  For example, twelve permanent magnets 49 are arranged at intervals of 30 degrees in the circumferential direction along the inner periphery of the outer wall portion 44. Two of the twelve permanent magnets 49 are arranged so as to be biased along the axial direction of the crankshaft 31 with respect to the other ten permanent magnets 49. In FIG. 1, the permanent magnet 49 shown in the upper part and one permanent magnet (not shown) adjacent to the permanent magnet 49 are replaced with the other ten permanent magnets 49 (one permanent magnet 49 shown in the lower part in the figure). It is biased toward the side wall 45 of the outer rotor 32. The amount of deviation is denoted by δ. Then, on the side part (right side part in FIG. 1) of the two permanent magnets 49 that are biased with respect to the other ten permanent magnets 49, leakage magnetic flux absorbing means that connects the two permanent magnets 49 is used. A magnetic plate (for example, an iron plate) 50 is fixed.

  A crank angle sensor 51 and a pulsar sensor 52 are attached to the outer periphery of the stator core 33. The crank angle sensor 51 is disposed so as to face all of the twelve permanent magnets 49, and the pulsar sensor 52 does not face the permanent magnets 49, but is close to the permanent magnets 49 so that the leakage magnetic flux of the permanent magnets 49 can be detected. Arranged.

  FIG. 4 shows changes in the output signals of the crank angle sensor 51 and the pulsar sensor 52, and also shows a development view of main parts of the permanent magnet 49 and the stator 30. As shown in FIG. 4A, of the plurality of permanent magnets 49, two permanent magnets 49 (here, permanent magnets 49-1 and 49-2) are other permanent magnets 49 (here, permanent magnets). 49-3, 49-4, 49-5,... 49-11, 49-12). The magnetic plate 50 is arranged from the intermediate position of the side surface of the permanent magnet 49-1 to the entire side surface of the permanent magnet 49-2. The plate 50 absorbs the leakage magnetic flux of the permanent magnets 49-1 and 49-2. The crank angle sensor 51 is arranged on the track LC passing through the positions facing all of the permanent magnets 49-1 to 49-12, and the pulsar sensor 52 does not face the permanent magnets 49-1 to 49-12. It arrange | positions on the track | orbit LP close to the magnets 49-1 to 49-12.

  As shown in FIG. 4B, the crank angle sensor 51 is disposed between the U-phase stator winding 34 </ b> U and the V-phase stator winding 34 </ b> V wound around the salient poles 33 </ b> U and 33 </ b> V of the stator core 33. Is arranged on the side surface of the stator core 33 adjacent to the V-phase stator winding 34V. The interval between the salient poles in the rotation direction of the outer rotor 32 is 20 degrees, and the interval between the crank angle sensor 51 and the pulsar sensor 52 is 10 degrees.

  With such an arrangement of the permanent magnet 49, the crank angle sensor 51, and the pulsar sensor 52, the crank angle sensor 51 sequentially detects the leakage magnetic flux from each of the permanent magnets 49-3 to 49-12 as the outer rotor 32 rotates. To do. Since the permanent magnets 49-1 and 49-2 absorb the leakage flux by the plate 50, the leakage flux is not detected by the crank angle sensor 51. The pulsar sensor 52 sequentially detects the magnetic flux generated by all of the permanent magnets 49-1 to 49-12 as the outer rotor 32 rotates.

  As shown in FIG. 4C, detection output signals from the crank angle sensor 51 and the pulsar sensor 52 change. The crank angle sensor 51 and the pulsar sensor 52 maintain the output signal in one state (for example, the on state) until the direction of the magnetic flux changes, and output to the other state (for example, the off state) when the direction of the magnetic flux changes. A so-called latch type switching Hall IC in which the signal changes is used. Since the crank angle sensor 51 and the pulsar sensor 52 are out of phase by 10 degrees, the rising and falling timings of the detection signal are shifted by 10 degrees. The output signal of the crank angle sensor 51 is turned on / off (rising and falling) at equal intervals corresponding to the arrangement interval of the permanent magnets 49-1 to 49-12, while the output signal of the pulsar sensor 52 is When passing through the arrangement position, the magnetic flux of the permanent magnets 49-1 and 49-2 connected by the plate 50 is not detected, so the level does not change.

  That is, according to the example shown in FIG. 4, the crank angle sensor 51 detects the detection signal that changes in level such as “High level” or “Low level” each time each permanent magnet passes. Is output. On the other hand, the pulser sensor 52 changes the level of the detection signal when the permanent magnets 49-11 and 49-12 pass, but the magnetic force of the permanent magnet 49 when the permanent magnets 49-1 and 49-2 pass. Is not detected, the level of the detection signal does not change unlike the crank angle sensor 51.

  As described above, the rising edge Pe of the crank angle sensor 51 when the output of the pulsar sensor 52 is on (high level) is determined based on the change of the different output signals between the pulsar sensor 52 and the crank sensor 51. As a reference position for the ignition timing calculation. That is, using this ignition reference position as a reference, the optimal ignition timing is set by, for example, advancing or retarding the ignition timing in accordance with the traveling speed of the motorcycle.

  On the other hand, the output signal of the crank angle sensor 51 becomes a three-phase synchronization signal corresponding to the phase angle of the stator winding 34, is used for power generation output control when the starter / generator 28 is operated as a generator, and operates as a starter. It is used for controlling the number of rotations.

  FIG. 5 is a block diagram of a control system of the starter / generator 28. The control unit 55 converts the output voltage BATT of the battery 56 into a logic voltage VDD and supplies it to the CPU 57, and an ignition control device 61 for controlling the power supply to the ignition coil 59 to ignite the spark plug 60. And a three-phase driver 62 that converts the battery voltage BATT into a three-phase AC voltage and supplies the converted voltage to the stator winding 34.

  When the detection output signals of the crank angle sensor 51 and the pulsar sensor 52 are input to the CPU 57, the rising edge of the crank angle sensor 51 when the pulsar sensor 52 is on is used as a reference position for calculating the ignition timing of the engine E. An ignition reference position is determined, and an ignition timing determined by other parameters such as a vehicle speed is calculated. The calculated ignition timing is supplied to the ignition control device 61.

  The throttle sensor 63 detects the throttle opening θth and notifies the CPU 57 of it. The crank angle sensor 51 notifies the CPU 57 of a detection output signal. The regulator 64 controls the induced electromotive force generated in the stator winding 34 according to the rotation of the outer rotor 32 to a predetermined battery voltage BATT and outputs it to the power supply line L.

  When the starter / generator 28 is used as a starter for starting the engine, the CPU 57 determines the excitation timing of the stator winding 34 based on the detection output of the crank angle sensor 51, and the power FET constituting the three-phase driver 62 is determined. Power is supplied to each phase (U, V, W phase) of the stator winding 34 by controlling the switching timing. The power FETs (Tr1 to Tr6) are PWM-controlled by the CPU 57, the on / off duty ratio of the power FET is controlled based on the throttle opening θth detected by the throttle sensor 63, and the drive torque is changed.

  On the other hand, when the engine E is in a complete explosion state and self-running operation is started, power supply to the stator winding 34 is stopped, and the starter / generator 28 is driven dynamically according to the engine E and operates as a generator. That is, the stator winding 34 generates an electromotive force according to the rotation speed of the crankshaft 31. The generated power is controlled by the regulator 64 to the battery voltage BATT and supplied to the electric load, and the battery 56 is charged with surplus power.

  Next, a second embodiment of the present invention will be described. FIG. 6 shows changes in the output signals of the crank angle sensor 51 and the pulsar sensor 52 according to the second embodiment, and also shows a development of the main part of the permanent magnet 49. 6, the same reference numerals as those in FIG. 4 denote the same or equivalent parts. In FIG. 6A, of the permanent magnets 49-1 to 49-12, only the permanent magnet 49-2 is displaced with respect to the other 11 permanent magnets 49-1 and 49-3 to 49-12. Only biased. Then, the crank angle sensor 51 is arranged on the track LC2 passing through the position facing all of the permanent magnets 49-1 to 49-12, and the pulsar sensor 52 is not opposed to the permanent magnet 49-2, but the other 11 pieces. It arrange | positions on the track | orbit LP2 which passes through the position which opposes the permanent magnets 49-1, 49-3 to 49-12.

  In the second embodiment, the crank angle sensor 51 and the pulsar sensor 52 are arranged at the same position without being shifted in the rotation direction of the outer rotor 32, and the rise of the output signal of the pulsar sensor 52 is indicated by an unsigned arrow in FIG. The second output signal of the pulsar sensor 52 was delayed by a predetermined time as described above.

  As shown in FIG. 6B, the output signal of the pulsar sensor 52 and the output signal of the crank angle sensor 51 are turned off by the magnetic flux of the permanent magnet 49-3 after being turned on by the magnetic flux of the permanent magnet 49-1. Until then, it is held at a high level. The delayed second output signal is maintained at a high level until it is turned off after the delay time Td from the detection of the magnetic flux of the permanent magnet 49-1 and then turned off by the magnetic flux of the permanent magnet 49-3. . On the other hand, the output signal of the crank angle sensor 51 is alternately turned on / off according to the arrangement interval of the permanent magnets 49-1 to 49-12. Therefore, the rising edge Pe of the output signal of the crank angle sensor 51 when the output signal of the pulsar sensor 52 is maintained at the high level is set as the ignition reference position.

  The detection signals from the crank angle sensor 51 and the pulsar sensor 52 are used for power FET switching control and ignition timing control, as in the first embodiment.

  In the present embodiment, the permanent magnet for generating electromotive force fixed to the outer rotor main body is also used for sensor detection, but a dedicated permanent magnet may be provided for sensor detection. FIG. 7 is a schematic perspective view of a permanent magnet dedicated for sensor detection. The permanent magnet ring 66 is a magnet row having twelve permanent magnets 65-1 to 65-12 in which N poles and S poles are alternately arranged at predetermined intervals (for example, at intervals of 30 degrees). The magnet ring 66 can be disposed on the outer periphery of the hub 43 of the outer rotor 32 or the crankshaft 31. Then, a set of permanent magnets 65-1 and 65-2 is shifted from the other permanent magnets along the central axis direction of the hub 43 in the same manner as in the above-described embodiment (FIG. 4), and leakage flux absorption similar to that of the plate 50 is performed. Connect with a plate (not shown). A crank angle sensor 51 is arranged on the stator core 33 or the crankcase side facing the permanent magnet ring 66, and the pulsar sensor 52 is biased from the crank angle sensor 51 toward the center axis of the crankshaft 31 so as to face the permanent magnet ring. Without disposing, it arrange | positions so that the leakage magnetic flux of a permanent magnet ring can be detected.

  The present invention is not limited to the above embodiment. For example, in the above embodiment, the rising edge of the output signal of the crank angle sensor 51 is set to the ignition reference position while the output signal of the pulsar sensor 52 is at a high level, but the plate 50 is made of the permanent magnet 49-2 and the permanent magnet 49-3. The output signal of the pulse sensor 52 is maintained at a low level for a predetermined period. Therefore, when configured in this way, the same effect can be obtained by setting the falling edge of the output signal of the crank angle sensor 51 as the ignition reference position while the output signal of the pulsar sensor 52 is at a low level.

  Further, instead of deviating a part of the permanent magnets 49-1 to 49-12 (permanent magnet 49-2 in FIG. 6) from the other, the size of the permanent magnet 49-2 is reduced so as to deviate from the track LP2. You may keep it.

  Furthermore, the vehicular power generation apparatus of the present invention is not limited to a starter / generator, but may include a generator driven by an engine, and control means for causing the generator to function as an engine starter is not essential.

It is sectional drawing of the starter combined generator which comprises the electric power generating apparatus which concerns on one Embodiment of this invention. 1 is a side view of a motorcycle equipped with a power generator according to an embodiment of the present invention. It is a principal part front view of a starter combined generator. It is a figure which shows the change of the output signal of a crank angle sensor and a pulsar sensor corresponding to arrangement | positioning of a permanent magnet. It is a block diagram of a control system of the starter / generator. It is a figure which shows the change of the output signal of the crank angle sensor and pulsar sensor which concerns on 2nd Embodiment corresponding to arrangement | positioning of a permanent magnet. It is a model perspective view of the permanent magnet only for sensor detection.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 2 ... Power unit, 28 ... Starter combined generator, 31 ... Crankshaft, 32 ... Outer rotor, 33 ... Stator core, 34 ... Stator winding, 42 ... Outer rotor main body, 43 ... Hub, 49, 65-1 to 65-12 ... Permanent magnet 50 ... Plate for absorbing magnetic flux leakage, 51 ... Crank angle sensor, 52 ... Pulsar sensor, 55 ... Control unit, 62 ... Three-phase driver, 66 ... Permanent magnet ring, E ... Engine, LP, LP2 ... Detection track of pulsar sensor, LC , LC2 ... Detection trajectory of crank angle sensor

Claims (9)

Engine, three-phase brushless generator driven by the engine, crank angle sensor, pulsar sensor, detection magnet for the crank angle sensor, detection magnet for the pulsar sensor, and detection signal of the crank angle sensor Based on the three-phase synchronization signal of the generator, the detection signal of the crank angle sensor, and the ignition reference position signal based on the detection signal of the pulsar sensor, and based on the detection signal of the crank angle sensor and the detection signal of the pulsar sensor A vehicular power generation device having a control device that outputs an ignition reference position signal of the engine.
The detection trajectories of the crank angle sensor and the pulsar sensor are set to deviate from each other in the extending direction of the crankshaft of the engine, and the detection magnet includes both the detection trajectories of the crank angle sensor and the pulsar sensor. It is a single magnet row composed of a plurality of magnets arranged in a ring shape along the region, and adjacent magnets have different polarities, and the detection magnets are used for crank angle sensors and pulsar sensors. A vehicular power generator, wherein a part of the plurality of magnets is arranged off the detection track of the pulsar sensor for common use. Engine, three-phase brushless generator driven by the engine, crank angle sensor, pulsar sensor, detection magnet for the crank angle sensor, detection magnet for the pulsar sensor, and detection signal of the crank angle sensor The engine three-phase synchronization signal, the crank angle sensor detection signal, and the pulsar sensor detection signal based on the engine ignition reference position signal are output, and the crank angle sensor detection signal and control device In the vehicular power generator,
The detection trajectories of the crank angle sensor and the pulsar sensor are set so as to deviate from each other in the extending direction of the crankshaft of the engine,
The detection magnet is a single magnet row composed of a plurality of magnets arranged in an annular shape along a region including both the crank angle sensor and the detection track of the pulsar sensor, and adjacent magnets have different polarities. Have
Since the detection magnet is commonly used for the crank angle sensor and the pulsar sensor, the detection magnet is removed from the detection track of the pulsar sensor so that the leakage flux of the detection magnet can be detected by the pulsar sensor. And a leakage magnetic flux absorbing means is provided in a part of the plurality of magnets.   2. The vehicle power generation device according to claim 1, wherein, instead of removing a part of the magnet row from the detection track of the pulsar sensor, the size of the magnet row is reduced so as to be out of the detection track of the pulsar sensor.   A part of the magnet row provided with the leakage magnetic flux absorbing means is provided to be deviated from the detection track of the pulsar sensor toward the detection track of the crank angle sensor, and in this bias direction from the other part of the magnet row. The vehicular power generator according to claim 2, wherein the size is set small.   The vehicular power generator according to any one of claims 1 to 4, wherein the crank angle sensor and the pulsar sensor are arranged with a predetermined angle shift in an arrangement direction of the magnets in the magnet row.   The vehicular power generator according to any one of claims 1 to 4, further comprising means for delaying an output signal of the pulsar sensor by a predetermined time with respect to an output signal of the crank angle sensor.   When the output signal of the pulsar sensor is one of a predetermined level of high level and low level, the output signal of the crank angle sensor changes to a level corresponding to the one level of the output signal of the pulsar sensor. The vehicular power generator according to any one of claims 1 to 6, wherein the control device is configured to output an ignition reference position signal with the edge thus set as an ignition reference position.   The detection magnet is a power generation magnet provided on a rotor of the generator, and the crank angle sensor and the pulsar sensor are provided on a stator side of the generator. The vehicular power generation device according to any one of?   The vehicular power generator according to claim 1, wherein the generator is also used as a starter motor of the engine.

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