JPH06121522A - Controller for regenerative retarder - Google Patents

Abstract

PURPOSE:To enhance efficiency of a retarder, which may be employed for starting an engine, in both generator operation and motor operation thereof. CONSTITUTION:Armature coil of a retarder 2 comprises two types of coils 45a, 45b having different number of turns and a switch circuit 5 selects G contact on the side of coil 45b having smaller number of turns for generator operation at the time of braking whereas selects M contact on the side of coil 45a having larger number of turns for motor operation at the time of starting an engine.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a regenerative retarder control device that electrically drives a retarder for recovering braking force connected to an engine and uses the retarder as a starter.

[0002]

2. Description of the Related Art In large vehicles such as buses and trucks, in addition to a braking mechanism for deceleration and braking, a retarder using electromagnetic force is arranged and is used when descending a long slope.

A retarder for an automobile, which not only activates the retarder to generate electric power during braking to obtain a braking force, but also supplies electric current from a battery to electrically drive the retarder to crank the engine as a starter motor is special. It is disclosed in Japanese Patent Laid-Open No. 60-75763.

[0004]

According to the proposal disclosed in the above-mentioned publication, the electric mechanism serving as the retarder is operated to generate electricity during braking and is electrically driven at the time of starting. Thus, the same electric mechanism is used. In the operation for performing both the power generation function and the electric function, a satisfactory result cannot be obtained due to its characteristics as described later, and it is necessary to improve the efficiency especially with a large electric mechanism.

FIG. 10 is a curve diagram of the output characteristic showing the relation between the stator winding of the electric mechanism capable of reversible operation and the torque. In the figure, T ₁ is the starting torque, and T ₂ is the braking torque during constant rotation. It is a thing.

Here, regarding the starting torque T ₁ ,
_{From 1} ≈ k ₁ · N _T · I _a (N _T : number of coil turns, Ia: current of winding), the number of turns and torque are almost proportional.

On the other hand, the braking torque T ₂ is Φ _l = k ₂ · N _T · I _a (Φ _l : leakage flux) Φ _s = k ₃ · N _T · I _a (Φ _s : Magnetic flux due to armature reaction) 〓 _a = k ₄ · N _T · Φ _F (Φ _F : effective magnetic flux) Φ _F = Φ − Φ _S − Φ _l (Φ: magnetic flux due to exciting coil) = Φ − k ₃ · N _{T · I a -k 2 · N T} · I a = Φ-k 5 · N T · I a ¬ _{a = k 4 · N T ·} (Φ-k 5 · N T · I a) = k 4 · N T ² (Φ / N _T −k ₅ · I _a ) T ₂ = k ₆ · 〓 _a · I _a Therefore, if the power generation voltage 〓 _a is constant, I _a decreases due to the increase of N _T , so T ₂ Becomes smaller and becomes a curve as shown in FIG.

For this reason, it is inconvenient to generate or electrically operate the stator windings of the electric mechanism in the retarder while keeping the same, and in the present invention, the windings are switched according to the operation of the electric mechanism to improve the efficiency in both operations. It aims to improve together.

[0009]

To achieve the above object, according to the present invention, a retarder connected to a drive shaft of an engine is driven by the braking energy of a vehicle to generate electric power to generate a braking force, or to generate an electric power. In a controller for a regenerative retarder that is electrically driven by supply and used for starting an engine, the retarder is provided with a regenerative retarder controller that includes two types of windings, one for power generation and the other for electric power.

[0010]

[Function] In consideration of the efficiency of the armature winding of the retarder, it is divided into one for power generation operation and one for electric drive, and is selectively used for switching between braking and engine start. Each of them works well.

[0011]

Embodiments of the present invention will now be described in detail with reference to the drawings.

FIG. 1 is a block diagram showing the relationship between a retarder and an engine, a clutch, etc. in one embodiment of the present invention, and FIG. 2 is a sectional view of the retarder in this embodiment.

In these drawings, reference numeral 1 drives the crankshaft 11 by the energy of burning fuel in the engine to rotate the retarder 2 integrated with the flywheel,
Wheels 15 are driven by the differential mechanism 14 or the like via the clutch 12 and the transmission 13 to drive the vehicle.

The retarder 2 integrated with the flywheel is attached with a rotor 3 of a magnetic material which is connected to a crankshaft 11 and serves as a rotor, and magnetic poles 31 which are alternately magnetized to have different polarities on the outer peripheral edge of the rotor 3. , 32 are attached over the entire circumference, and a space 33 corresponding to the field portion 41 for exciting the magnetic poles is provided inside the magnetic poles.

In the retarder case 21 for accommodating the retarder 2, the armature 4 having the core 44 and the coil 45 which are close to the magnetic poles of the rotor 3 and receive the induction of the magnetism is arranged, and the space 33 described above is arranged. A field part 41 including a field core 42 and a field coil 43 is arranged in the portion corresponding to the field. In this embodiment, the coil 45 of the armature 4 has a small number of turns and the coil 45 has a large number of turns in order to efficiently operate both the power generation operation during braking of the retarder 2 and the electric drive during engine driving. Two types of windings including the coil 45a are provided.

Here, the field portion 41, the rotor 3, the armature 4
When the field coil 43 is energized, the field core 42 is magnetized, and the magnetic poles 31 and 3 of the rotor 3 are described.
2 is excited from the inner side, and the portions of the outer peripheral portion bent from the left and right in a claw shape are alternately magnetized to have different polarities. Therefore, when the rotor 3 rotates during braking, the alternating current magnetic field is induced by the movement of the magnetic poles 31 and 32 which are alternately magnetized to have different polarities, and the armature 4 generates a starting force. Further, when the field portion 41 is energized and a predetermined electric power is supplied to the armature 4 as AC power, the magnetic poles 31 and 32 are attracted by the core 44 of the armature 4 to drive the rotor 3 and drive the crankshaft 11 It is configured to rotate and start the engine 1.

FIG. 3 is a circuit diagram showing an electric circuit of the retarder in this embodiment, and FIG. 4 is a block diagram showing the system of this embodiment. Referring to these drawings, 5 is a switching circuit, and the armature 4 is shown. The coil 45a and the coil 45b are connected to the inverter 61, and the coil 45b side with a small number of turns is always connected with the G contact, but when the relay coil 51 is energized, the coil 45a side with a large number of turns is connected to the M contact. It is connected to the inverter 61 via.

A regulator 62 controls the current supplied from the battery 7 to the field coil 43, and a converter 71 boosts the voltage of the battery 7 to drive the inverter 6
1 and the high-voltage power supply 72 together with the high-voltage power supply 72 to serve as a high-voltage power supply when the retarder 2 is electrically operated. Also, 63 is a resistor, and the power during the power generation of the retarder 2 charges the high-voltage power supply 72 and the battery 7 to provide a margin When there is, it is supplied to the resistor 63 and consumed. Note that 73 is an onboard accessory.

The controller 6 is composed of a microcomputer, and the engine speed, vehicle speed,
A signal from each sensor that detects the state of the throttle opening or the brake is input, and the switching circuit 5, the inverter 61,
An appropriate command is issued to the regulator 62, the converter 71 and the like for control.

Next, the operation of the present embodiment thus constructed will be described. When braking the vehicle, such as when descending a long slope, the relay coil 51 of the switching circuit 5 is not energized and the number of turns is reduced. The coil 45b with a small amount of electricity is connected to the inverter 61 via the G contact, and the regulator 62
Is controlled to energize the field coil 43 to cause the retarder 2 to generate electricity. Therefore, the braking torque is efficiently converted into electric energy and consumed by the battery 7 for charging, the resistor 63, etc., and the vehicle is braked.

Next, when the engine 1 is started, as shown in the process flow chart of FIG. 5, when the engine is not in operation and the starter switch is turned on, the switching circuit 5
When the relay coil 51 is energized, the circuit is switched to the M contact side, that is, the coil 45a side with a large number of turns. Then, the inverter 61 is controlled to be turned on, and the high voltage power source 7
The electric power boosted by the converter 71 and the inverter 6
The electric power supplied to No. 1 and turned into a predetermined alternating current is supplied to the coil 45 a of the armature 4. Therefore, the armature 4 attracts the magnetic poles 31 and 32 excited by energizing the field portion 41 to rotate the rotor 3 and drive the crankshaft 11 to start the engine 1.

FIG. 6 shows an armature 4 of the retarder 2 shown in FIG.
This is a modified version of the coil of No. 3, and has three-phase coils provided with taps to serve as coils 46b for power generation operation, and the end of the winding serves as a coil 46a for electric drive with a large number of turns. It is connected to the M contact.

Next, FIG. 7 is a curve diagram showing the relationship between the number of coil windings of an armature in a normal synchronous machine, the torque, and the power generation amount. From the figure, there is a contradictory relationship between high torque and high power generation amount. There is.

When the retarder is used for engine starting, the engine starting is the first condition. Therefore, the wire diameter of the winding of the engine starting for which the energization time is short is thin, and it is used for braking for a long time. By using a thick wire only for the winding, the cost and volume can be suppressed.

FIG. 8 is a circuit diagram showing an example in which such a thin wire and a thick wire are combined, and a power generation winding 47b having a large cross-sectional area for braking is provided at each end of the winding connected in three-phase star connection. An armature winding is configured by adding an electric winding 47a having a small cross-sectional area.

In the retarder provided with the armature winding having such a structure, the power generation winding 47b having a large cross section is used during power generation during braking for a long time, so that the generated power is output. A large amount, that is, a strong braking force can be obtained, and a large starting torque can be obtained with a short-time rating even when the electric winding 47a of a thin wire is added and electricity is applied at the time of engine start. 9 (A) and 9 (B) are curve diagrams showing a comparison of the starting torque and the amount of power generation between the present embodiment and an armature having a normal winding.

Although the present invention has been described with reference to the above-described embodiments, various modifications can be made within the scope of the gist of the present invention, such as the above-mentioned examples, and these modifications are excluded from the scope of the present invention. is not.

[0028]

According to the present invention as in the above embodiments,
The retarder armature winding connected to the crankshaft does not remain single as in the past, but is divided into power generation operation and electric drive in consideration of the efficiency of both operations, and the power generation winding during braking starts the engine. Since it is switched between electric use and electric use, it has the effect of operating efficiently and eliminating the inconveniences so far. Further, in the present invention, since the winding for starting the engine is rated for a short time and a thin wire is used, there is an advantage that the size of the armature can be reduced.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a relationship between a retarder and an engine, a clutch, and the like according to an embodiment of the present invention.

FIG. 2 is a sectional view of a retarder according to the present embodiment.

FIG. 3 is an electric circuit diagram of the retarder of this embodiment.

FIG. 4 is a block diagram showing a system of this embodiment.

FIG. 5 is a process flow chart showing an example of an operation in the present embodiment.

FIG. 6 is a circuit diagram showing an example of a modification of the winding of the retarder.

FIG. 7 is a curve diagram showing the relationship among the number of armature windings, torque, and power generation amount in the synchronous machine.

FIG. 8 is a circuit diagram showing another embodiment.

FIG. 9 is a curve diagram of the performance comparison between the embodiment and an armature of a normal winding.

FIG. 10 is a curve diagram showing a relationship between a stator winding of an electric mechanism capable of reversible operation and torque.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Retarder 3 ... Rotor 4 ... Armature 5 ... Switching circuit 11 ... Crankshaft 41 ... Field part 45 ... Coil

Front page continued (72) Inventor Satoshi Tozawa 8 Tsutana, Fujisawa, Kanagawa Prefecture Isuzu Motors Ltd. Fujisawa Plant (72) Inventor Kazuhiro Takayama 1-12-11 Higashirokugo, Ota-ku, Tokyo Nikko Denki Kogyo Co., Ltd. (72) Inventor Kazumi Nishizawa 1-12-11 Higashirokugo, Ota-ku, Tokyo Inside Nikko Electric Industry Co., Ltd.

Claims (4)

[Claims] 1. A control device for a regenerative retarder used to start an engine by driving a retarder coupled to a drive shaft of an engine with braking energy of a vehicle to generate electric power to generate a braking force, or by electrically driving with a power supply to start the engine. A control device for a regenerative retarder, wherein the retarder includes two kinds of windings, one for generating electric power and the other for electric driving. 2. The regeneration according to claim 1, wherein the two kinds of windings are an electric winding having a large number of turns and a power generating winding having a small number of turns provided on an armature of a retarder. Retarder control device. 3. The two kinds of windings are characterized in that the armature windings of the retarder are provided with taps, all of the windings are electric windings, and up to the taps are power generating windings. The control device for the regenerative retarder according to Item 1. 4. The two types of windings are a winding having a large cross-sectional area corresponding to continuous rating and a winding having a small cross-sectional area corresponding to short-time rating. The control device for the regenerative retarder according to claim 1, wherein the control is performed.