JPH07108080B2 - Synchronous generator - Google Patents

Description

Detailed Description of the Invention [Industrial applications]

The present invention relates to a single-phase self-excited synchronous generator that obtains motive power from an internal combustion engine via a crankshaft.

[Prior art]

BACKGROUND ART It has been conventionally known to drive a rotor of a self-excited synchronous generator by an internal combustion engine (engine) and use its output as a power source for ignition of the internal combustion engine. Fig. 4 shows the overall configuration of such a self-excited synchronous generator (usually called the "Nonaka-type") (Actual No. Sho 61-84).
(Publication No. 672). In FIG. 4, 1 is a main power generation winding, 2 is a capacitor winding (excitation winding), 3 is a capacitor, 4 is a field winding, 5 is a diode, 6 is a stator, 7 is a rotor, 8
Is a main pole, 9 is a main power generation unit, 10 is a load connection outlet, 11 is a capacitor, 12 is an engine ignition power generation winding, 13 is an engine ignition circuit unit, 14 is an ignition coil,
Reference numerals 15 and 16 are diodes, 17 is a capacitor, 18 is an ignition timing pulse generating coil, 19 is a thyristor, 20 is a transistor, 21 to 23 are resistors, and 24 and 25 are ignition magnetic poles (permanent magnets). The operation at the time of starting this generator is as follows. In the case of the state shown in FIG. 4, when the rotor starts rotating, the magnetic fluxes of the ignition magnetic poles 24 and 25 intersect the engine ignition power generation winding 12, so that a voltage is induced in the engine ignition power generation winding 12. . At this time, a current flows back into the engine ignition power generation winding 12 via the diode 15 and the like. At this time, the rotor 7 is rotating, a voltage is induced in the field winding 4 by the current flowing in the engine ignition power generation winding 12, and the current rectified by the diode 5 flows in the field winding 4. It recirculates to form the magnetic poles N and S of the main magnetic pole 8. Then, a voltage is induced in the capacitor winding 2 by the magnetic poles N and S, and a phase advance current flows in the capacitor winding 2. As a result, a voltage is induced in the field winding 4 and acts to enhance the magnetic poles N and S. That is, the voltage of the main power generation winding 1 is established. The engine ignition circuit unit 13 operates as follows. In the engine ignition power generation winding 12, in the half cycle in which a voltage whose terminal T ₃ side has a negative polarity is induced, the diode shown in the figure
When 15 turns on and the return current flows through the engine ignition power generation winding 12, the diode 16 also turns on and the capacitor 17
Is charged to the polarity shown. In the half cycle in which the voltage having the positive polarity on the terminal T ₃ side is induced, the transistor 20 is turned on from the beginning. When a signal is input from the ignition timing pulse generating coil 18 to the gate of the thyristor 19 at a predetermined timing, the thyristor 19 turns on and the transistor 20 turns off. As a result, a steep current flows in the primary winding of the ignition coil 14, which causes a high voltage in the secondary winding. This high voltage is sent to the spark plug and used for ignition. FIG. 10 shows the waveform of each part of the engine ignition circuit unit 13. Fig. 6 shows the main generator winding (MW) 1 and the capacitor winding (EXW) arranged on the stator of the synchronous generator as shown in Fig. 4.
2, the conventional distribution arrangement of the engine ignition power generation winding (MgW) 12 etc. is shown (however, in this figure, a DC output winding DCW is provided for the purpose of obtaining DC output in addition to AC output) Indicates). FIG. 6 shows the case where the number of slots is 24, and the numbers on the circumference indicate the slot numbers. Therefore, the interval between adjacent slots is 15 °. Here, the position described as "peak" or "neutral" indicates the position where the output of each winding becomes maximum or zero when the magnetic pole center of the rotor faces this position. The ignition magnetic poles 24 and 25 have the same polarity, and the engine ignition power generation winding 12 is arranged so that the voltages set by them are added.
Is connected to. Since the connection is made in this way, the main magnetic pole 8
The voltages induced by them cancel each other out. Ignition magnetic pole 2
Since 4,25 have the same polarity, the main generator winding 1
The voltages induced in the cells also cancel each other out. FIG. 9 shows a winding diagram of each winding of the stator. The numbers of the terminals and windings correspond to those in FIG. The main generator winding 1 is wound between terminals T ₁ and T ₁ ′ in a two-pole configuration, and a DC output winding 26 (not shown in FIG. 9) is wound between terminals T ₄ and T ₄ ′. It has been turned. The capacitor winding 2 is wound between the terminals T ₂ and T ₂ ′. Further, an engine ignition power generation winding 12 is wound between the terminals T ₃ and T ₃ ′ so as to generate a voltage having the same phase as the main power generation winding 1. As shown in the figure, the main power generation winding 1 is generally arranged continuously in adjacent slots (for example, continuously arranged in slots 10 to 15). This accounts for 50 to 70% of all slots. Then, another winding is inserted into the remaining slot. The rotor of such a synchronous generator is mounted on the crankshaft of the engine for driving, and the positional relationship of the mounting is as shown in FIG. In FIG. 7, D _K is the crankshaft reference direction, D _H is the top dead center position, D _P is the main magnetic pole center direction, 8 is the main magnetic pole, and 30 is the pulsar coil. The crankshaft reference direction D _K is a specific direction determined with respect to the crankshaft from the rotation center of the crankshaft,
It is used to indicate the rotation position (rotation angle) of the crankshaft.
In FIG. 7, when the crankshaft rotates and the crankshaft reference direction D _K reaches the position described as the top dead center position D _H , it means that the piston is at the top dead center. There is. FIG. 7 (a) shows the positional relationship between the crankshaft and the rotor at the instant of ignition of the engine. In order to effectively use the explosive force of the fuel, the engine is ignited a predetermined angle a before the top dead center (in this example, the angle a is 23 °). From this, it is understood that at the ignition instant, the crankshaft reference direction D _K must be at the position of the angle a to the left of the top dead center position D _H. FIG. 8 is an enlarged view of the vicinity of the top dead center position of FIG. 7 (a). At this time, the rotor was positioned and attached to the crankshaft so that the main magnetic pole center direction D _P substantially coincided with the peak position of the main power generation winding 1 arranged on the stator. Main power winding 1
As shown in FIG. 6, the peak position of is 1 from the X direction.
Although it is a position rotated by 15 ° to the left by the slot, in the example of FIG. 7 (a), the main magnetic pole center direction D _P is mounted on the crankshaft in a positional relationship such that it is 11.5 ° close to this. . When the engine is ignited, the piston is pushed by the explosive force, so that the rotational speed of the crankshaft rapidly increases. In a four-cycle engine, when the piston rotates a predetermined angle b from the position at the top dead center, the rotation speed of the crankshaft becomes maximum. In FIG. 7 (b), the predetermined angle b is 17
An example of 0 ° is shown. Therefore, when viewed from the position of the crankshaft reference direction D _{K at} the instant of ignition, the rotation is 193 °. At this time, the main magnetic pole center direction D _P is, as shown in the figure, X
It will come to a position rotated 1.5 ° to the right from the negative direction of.
This position is near the other peak position of the main power generation winding 1.

[Problems to be solved by the invention]

(Problem) The above-mentioned conventional technique has a problem that the generated peak voltage is alternately increased or decreased. (Explanation of Problems) FIG. 5 (a) shows changes in the rotational speed of the crankshaft in a 4-cycle engine. The rotation speed of the crankshaft is
It becomes the minimum in the compression process where the piston reaches the top dead center, increases in the explosion process, and becomes maximum near the end of the process (see FIG. 7 (b)). If the positional relationship of the rotor to the crankshaft is conventional, the AC output voltage waveform obtained from the main power generation winding 1 will be as shown in FIG. 5 (b). That is, the voltage reaches a positive first peak at the end of the suction stroke and a positive second peak at the end of the explosion stroke according to the rotation of the crankshaft. At the end of the explosion process, the crankshaft rotates at the maximum speed (Fig. 7 (b)), whereas the speed at the end of the suction process is small. Therefore, the voltage difference ΔV between the second peak and the first peak becomes large. Voltage difference ΔV
When the value is large, flicker is likely to occur when the AC output is used as a power source for lighting equipment or the like. In addition, 16.5 ° in FIG. 5 (b) is 15 ° + in FIG. 7 (b)
It corresponds to 16.5 ° of 1.5 °. An object of the present invention is to reduce the voltage difference ΔV as described above due to the positional relationship between the rotor and the crankshaft and the position where the main power generation winding and the like are arranged.

[Means for solving problems]

In order to solve the above-mentioned problems, in the present invention, a stator provided with at least a main power generation winding for obtaining an AC output and a power generation winding for engine ignition, a main magnetic pole, and ignition in a direction perpendicular to the main magnetic pole. In a synchronous generator having a magnetic pole for use and a rotor that is driven by being connected to the crankshaft of the internal combustion engine, the AC output voltage value of the main generator winding at the maximum rotation speed of the crankshaft is The mounting positional relationship between the crankshaft and the rotor and the arrangement of the main power generation windings are determined so that they are substantially zero, and the neutral position of the engine ignition power generation windings substantially matches the peak position of the main power generation windings. Thus, the engine ignition power generation winding is arranged.

[Action]

Alternating alternating current by determining the mounting positional relationship between the crankshaft and the rotor and the arrangement of the main generator windings so that the AC output voltage value of the main generator windings at the maximum rotation speed of the crankshaft is almost zero. The voltage difference at the output peak is reduced. Further, by disposing the engine ignition power generation winding so that the neutral position of the engine ignition power generation winding substantially coincides with the peak position of the main power generation winding, the same ignition performance as the conventional one is secured.

【Example】

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. First, the positional relationship between the rotor and the crankshaft will be described. FIG. 2 shows the relationship between the crankshaft reference direction D _K and the main magnetic pole center direction D _{P in} the present invention. FIG. 2 (a) shows the case at the moment of ignition, and FIG. 2 (b) shows the case at the maximum crankshaft rotation speed. When the rotation speed of the crankshaft becomes maximum,
As explained in Fig. (B), the crankshaft moves to the top dead center position D _H.
It is the time when a predetermined angle b (for example, 170 °) is rotated after passing through. Assuming that the number of slots is 24 and the main power generation winding 1 is arranged so that the neutral position of the main power generation winding 1 can be set at the same position as the conventional one, one of the neutral positions is 2 It is in the position shown in FIG. In order that the output voltage of the main power generation winding 1 becomes substantially zero when the crankshaft rotates at the maximum speed, at this time, the main magnetic pole center direction D _{P of the} rotor should pass near the neutral position. You can do it. Therefore, the rotor is rotated so that the crankshaft reference direction D _K is rotated to the position shown in FIG. 2B so that the main magnetic pole center direction D _P of the rotor is substantially coincident with the neutral position. Decide the position of the rotor and attach it (in the example of Fig. 2 (b), it is only displaced by 1.5 ° from the neutral position). FIG. 5 (c) shows the output waveform of the main generator winding 1 in the case of the present invention attached in this way. 1.5 ° in FIG. 5 (c) corresponds to 1.5 ° in FIG. 2 (b). As can be seen from FIG. 5 (c), the first positive peak of the output voltage is formed in the middle of the compression process, and the second positive peak is formed in the middle of the exhaust process. The difference in the rotational speed of the crankshaft between the two times is smaller than that in the conventional case in which one has the maximum speed. Therefore, the voltage difference ΔV between the first peak and the second peak is reduced. The position of the rotor at the moment of ignition is determined from the state shown in FIG. 2 (b).
First, the position is reversed by the angle b (170 °) and then by the angle a (23 °), so that it becomes as shown in FIG. 2 (a). By the way, when the rotor is attached to the crankshaft as described above, if the winding arrangement of the stator is kept as the conventional arrangement as shown in FIG. 6, the same ignition performance (engine ignition power generation winding The magnitude of the ignition voltage obtained from the line 12 cannot be obtained. The reason is that the ignition magnetic poles 24 and 25 do not exist at the same position as the conventional one with respect to the engine ignition power generation winding 12 at the instant of ignition. That is, in the conventional case, with respect to the arrangement of the windings as shown in FIG. 6, the ignition magnetic pole 24 at the instant of ignition is moved from the positive direction of Y to the left as shown in FIG. 7 (a).
Located at 11.5 °, this is the generator winding 12 for engine ignition.
It is 11 ° apart from the peak position. In contrast,
Assuming that the winding arrangement of the stator remains as shown in FIG. 6 and the rotor assumes the posture as shown in FIG. 2 (a) at the moment of ignition, the ignition magnetic pole 24 faces the vicinity of the slot 24. Become.
However, this vicinity is a position far away from the engine ignition power generation winding 12, so that ignition performance equivalent to that of the conventional case cannot be obtained. In order to obtain equivalent ignition performance, it is necessary to dispose the engine ignition power generation winding 12 so as to have the same positional relationship as that of the conventional one with respect to the ignition magnetic pole 24 of FIG. Since the ignition magnetic poles 24 and 25 are at right angles to the main magnetic pole 8, the peak position of the main power generation winding 1 and the engine ignition power generation winding are eventually determined.
The 12 neutral positions should be arranged so as to substantially coincide with each other. FIG. 1 shows the winding distribution of a stator having such windings. Since the main power generation winding 1 is partially moved and the engine ignition power generation winding 12 is disposed there, the winding pitch of the main power generation winding 1 becomes larger than in the conventional case. As a result, the peak output voltage is reduced. This contributes to improving the safety against load. A winding diagram of the stator windings arranged as shown in FIG. 1 is shown in FIG. The numbers of the terminals and windings correspond to those of the conventional FIG. As described above, the present invention determines the mounting positional relationship between the crankshaft and the rotor so that the output voltage of the main power generation winding 1 becomes substantially zero when the rotation speed of the crankshaft is the highest, and
The main purpose is to move the arrangement position of the engine ignition power generation winding 12 so that the ignition performance is not deteriorated by such mounting.

【The invention's effect】

As described above, according to the present invention, the following effects are produced. Since the AC output voltage waveform is set to be substantially zero when the crankshaft rotation speed is maximum, the peak voltage difference ΔV is reduced as compared with the conventional one, and flicker is reduced. Power generation winding for engine ignition to keep ignition performance equal
As a result of taking the arrangement of 12 into consideration, the winding pitch of the main power generation winding 1 is widened, so that the peak of the waveform of the output voltage of the main power generation winding 1 can be reduced and the safety against load is improved.

[Brief description of drawings]

Fig. 1 ... Stator winding distribution diagram of the present invention Fig. 2 ... Diagram showing the positional relationship between the crankshaft and rotor of the present invention Fig. 3 ... Stator winding diagram of the present invention Fig. 4 Self-excited type Overall configuration of single-phase synchronous generator Fig. 5 Fig. 6 shows the relationship between crankshaft speed fluctuations and main generator winding (AC) output Fig. 6 Conventional stator winding distribution diagram Fig. 7 Conventional Showing the positional relationship between the crankshaft and the rotor of Fig. 8 ... Partially enlarged view of Fig. 7 (a) Fig. 9 Conventional stator winding Fig. 10 Voltage and current of each part in the ignition circuit In the waveform diagram, 1 is a main power generation winding, 2 is a capacitor winding (excitation winding), 3 is a capacitor, 4 is a field winding, 5 is a diode, 6 is a stator, 7 is a rotor, and 8 is Main pole, 9 main generator unit, 10 load outlet, 11 capacitor, 12 engine ignition power generation winding, 13 engine ignition circuit unit DOO, 14 an ignition coil, 15 and 16 diodes, 1
Reference numeral 7 is a capacitor, 18 is an ignition timing pulse generating coil, 19 is a thyristor, 20 is a transistor, 21 to 23 are resistors, and 24 and 25 are ignition magnetic poles.

Claims (1)

[Claims] 1. A stator having at least a main power generation winding for obtaining an AC output and an engine ignition power generation winding,
In a synchronous generator having a main magnetic pole and a rotor having an ignition magnetic pole in a direction perpendicular to the main magnetic pole and connected to and driven by a crankshaft of the internal combustion engine, at a maximum rotation speed of the crankshaft. In order to make the AC output voltage value of the main power generation winding at approximately zero, the mounting positional relationship between the crankshaft and the rotor and the arrangement of the main power generation winding are determined, and the neutral position of the engine ignition power generation winding is set to the above-mentioned value. A synchronous generator in which the engine ignition power generation winding is arranged so as to substantially coincide with a peak position of the main power generation winding.