JPH0851731A - Power supply for internal-combustion engine - Google Patents

Abstract

PURPOSE:To provide a power supply for internal-combustion engine in which the starting performance of the engine can be enhanced by lowering the r.p.m. for operating a fuel pump stably. CONSTITUTION:A power generation coil Wp for driving a plurality of loads is provided commonly for a fuel pump and general loads in a magnet generator. Output voltage from the power generation coil Wp is fed through a first power supply circuit, having a boosting function and a rectifying function, to a fuel pump 11 and through a switch means 14 to a general load 13, e.g. a lighting load 15. A switch control means 17 turns the switch means 14 OFF when the pump driving voltage Vp being applied to the fuel pump 11 is lower than a set level, otherwise turns the switch means 14 ON.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power supply device for an internal combustion engine, which supplies electric power to an electric component for the internal combustion engine including an electronically controlled fuel injection device.

[0002]

2. Description of the Related Art An electronically controlled fuel injection system (hereinafter also referred to as EFI) for an internal combustion engine supplies an injector attached to an intake pipe of the engine and a drive current to the injector when an injection command pulse is given. An injector drive circuit, a fuel pump for supplying fuel to the injector at a constant pressure, and a CPU using an engine rotation speed [rpm],
The fuel injection time is calculated for various control conditions such as throttle valve opening, intake air temperature, engine temperature, atmospheric pressure, and acceleration, and a pulse waveform having a pulse width corresponding to the calculated injection time is calculated. And an electronic control unit that generates an injection command pulse.

The injector comprises a valve that opens and closes a fuel injection port and an electromagnet that drives the valve. A drive coil of the electromagnet is connected to a power source for driving the injector via an injector driving switch. The injector drive switch is composed of a switch element such as a transistor that can be controlled to be turned on and off, and the switch is conductive only while the injection command pulse is given to excite the injector drive coil. The injector opens its valve and injects fuel only while the drive coil is energized. The amount of fuel injected from the injector is determined by the pressure of the fuel given to the injector and the time width of the injection command pulse given to the injector from the electronic control unit (time when the injector valve is open), but during steady operation of the engine. In, the fuel pressure applied to the injector is kept constant, so the fuel injection amount is determined by the pulse width (time width) of the injection command pulse.

Since the conventional EFI has been mainly applied to an engine for driving a vehicle equipped with a battery,
It was configured to operate using a battery as a power source, but recently, EF has been used in an internal combustion engine that drives a vehicle such as an outboard motor or a snowmobile that does not have a battery.
The adoption of I has been demanded. EFI for internal combustion engines that drive vehicles without batteries
When using, it is necessary to drive the CPU and injectors using the magneto generator driven by the engine as a power source. Furthermore, when the internal combustion engine that drives a vehicle or the like not equipped with a battery is a gasoline engine, it is necessary to drive the ignition device for the internal combustion engine with the output of a magneto generator attached to the engine, and other than EFI and the ignition device. If there is another general load to be driven in, that general load must also be driven by the output of the magneto generator.

If the battery is not installed, the electric starter cannot be used. Therefore, it is necessary to start the engine by using a human-powered starting device such as a recoil starter or a kick starter.

FIG. 11 shows the structure of the stator side of the proposed example of the magneto generator used to drive the EFI, the ignition device for the internal combustion engine, and other general loads. A multipolar star-shaped iron core having an annular yoke portion 1a and salient pole portions 1b1 to 1b8 and 1c1 to 1c3 radially protruding from the outer circumference of the yoke portion. Of these salient poles, salient pole 1b1
~ 1b8 is the angle between the salient poles of the 12-pole iron core (360
/ 12 = 30 degrees), and the salient pole portions 1 are located within a range of an arc angle of 150 degrees between the salient pole portions 1b11 and 1b4.
c1 to 1c3 are provided. The salient pole portion 1c2 is the salient pole portion 1b8.
And the salient pole portion 1b1 are arranged in the center portion, and the angular interval between the salient pole portion 1c2 and the salient pole portions 1c1 and 1c3 on both sides thereof is set to 360/12 = 30 degrees. Also, the angular spacing between the salient pole portion 1c1 and the salient pole portion 1b8 and the angular spacing between the salient pole portion 1c3 and the salient pole portion 1b1 are both (150-60).
/ 2 = 45 degrees is set.

The rotor, which constitutes a magneto-generator together with the stator shown in FIG. 11, has 12 cups of magnetic field arranged at an inner periphery of a cup-shaped flywheel attached to the crankshaft of an engine at a pole angle of 30 degrees. It is composed of a well-known flywheel type magnet rotor provided in. The correspondence between the salient poles of the stator and the magnet field of the magnet rotor is as follows. That is, the salient pole portions 1c1 and 1c3 are always opposed to the magnet field of the same polarity, which is arranged every other one on the inner circumference of the rotor, and the salient pole portion 1c2 is the magnet to which the salient pole portions 1c1 and 1c3 are opposed. A magnetic flux flows through the salient pole portions 1c1 and 1c3 so as to face the magnet field having a polarity different from that of the field magnet. Further, since the salient pole portions 1b1 to 1b8 are provided at the same pole intervals as the magnet field of the magnet rotor, each magnet of the magnet rotor is arranged in a state in which the adjacent salient pole portions face magnet fields of different polarities. Face the field.

First and second ignition power supply coils We1 and We2 are wound around the salient pole portions 1c1 and 1c3, respectively. These ignition power supply coils are used, for example, as low-speed and high-speed power supply coils of a capacitor discharge ignition device. The first ignition power supply coil We1 used as a low speed power supply coil is configured to induce a relatively high voltage at a low speed of the engine (at a low speed rotation of the magnet rotor), and has a large number of turns. It is wound with. The second ignition power supply coil We2 used as a high speed power supply coil is configured to induce a high voltage when the engine is running at high speed, and is wound with a relatively small number of turns.

Power generating coils W1 to W8 are wound around the other salient pole portions 1b1 to 1b8, respectively. Of these power generating coils,
The generator coils W1 to W3 are connected in series and used as a generator coil for driving a fuel pump.
4 to W6 are connected in series with each other and used as a generator coil for driving a general load. Also the generator coil W
7 and W8 are connected in series, and these generator coils are used as generator coils for driving the injector and the electronic control unit including the CPU.

In the stator of the magneto generator shown in FIG. 11, the number of turns of the ignition power supply coils We1 and We2 is set to be considerably larger than the number of turns of the other power generation coils. for that reason,
In this example, the number of salient poles provided in the space for four poles out of the space originally provided with twelve salient poles at equal angular intervals is 3, and the angular spacing between salient poles 1c1 and 1b8 and The angle interval (45 degrees) between the salient pole portions 1c3 and 1b1 is made larger than the angular interval between the salient pole portions of the 12-pole iron core (30 degrees), and a coil is wound around the salient pole portion 1c2. By not adopting the configuration, the coil winding space of the salient pole portions 1c1 and 1c3 is enlarged.

[0011]

The output of the magnet generator is E
When driving the FI, the discharge amount from the fuel pump is determined by the amount of electric power supplied from the magnet generator to the electric motor that drives the fuel pump. The output of the magneto generator rises as the engine speed increases.Therefore, during steady operation in which the engine speed is higher than the idling speed, sufficient output is needed to drive each load from the magnet generator. It is possible to take out, but a large output cannot be taken out at the time of starting the engine. Especially when starting the engine with a starter that uses human power, such as a recoil starter or a kick starter, the cranking rotation speed of the engine at start is low, and a large output cannot be taken out from the magnet generator at start. 11, the power generating coils W1 to W3 for driving the fuel pump and the general load generating coils W4 to W4
When divided into 6, it is difficult to obtain sufficient electric power to drive the fuel pump at the time of starting, and it is not possible to supply sufficient fuel to the injector at the time of starting the engine. Therefore, the amount of fuel that can be supplied to the engine by one start operation decreases, and the engine cannot be started unless the start operation is performed many times. The lower the temperature, the more difficult it is to start the engine, and the lower the temperature, the more the starting operation is repeated.

Therefore, in order to increase the output voltage of the magneto generator in the low rotation speed region, it is conceivable to increase the number of turns of the generator coil or increase the number of poles of the generator. Increasing the number of turns or the number of poles undesirably increases the size of the magnet generator and the size of the engine. If the number of windings of the generator coil is increased or the number of poles of the generator is increased, the output of the generator coil for driving the fuel pump becomes excess and the excess power is discarded. It is inevitable that the efficiency of the machine will decrease.

On the other hand, since the general load such as the lighting load 3 tends to increase due to the increase in the light quantity of the headlight, the increase in the number of electric components, etc., the electric power for driving the general load during the steady operation is increased. Is desired.

An object of the present invention is to drive an electronically controlled fuel injection device and other general loads with the output of a magnet generator mounted on an internal combustion engine, without increasing the size of the magnet generator, and at a low speed. It is an object of the present invention to provide a power supply device for an internal combustion engine capable of supplying sufficient electric power from a region to a fuel pump to improve the startability of the engine.

[0015]

SUMMARY OF THE INVENTION The present invention is an internal combustion engine that supplies electric power to an electronic fuel injection device, an internal combustion engine ignition device, and other general loads using a magneto-generator driven by the internal combustion engine as a power source. It is related to the power supply device for use.

In the present specification, a load other than the EFI and the ignition device, which is not necessarily driven when the engine is started, is called a general load. Typical of this general load are lighting loads such as headlamps and turn signals, and electrical component loads such as horns, but an exhaust valve control device for controlling valves that adjust the characteristics of the exhaust system of the engine is provided. In some cases, the exhaust valve control device may be included in the general load. Further, in the case of a vehicle in a cold area such as a snowmobile, a heater or the like for warming the handle grip can be included in the general load.

The power supply device according to the present invention is used in at least a fuel pump of an electronic fuel injection device by boosting and rectifying the output voltage of the multiple load driving power generating coil provided in the magnet generator and the multiple load driving power generating coil. A first power supply circuit for supplying electric power, a second power supply circuit for supplying the output voltage of the power generating coils for driving a plurality of loads to a general load via a switch means capable of on / off control, and a fuel pump. When the pump drive voltage exceeds a set value, the switch means is held in the off state, and when the pump drive voltage exceeds the set value, the switch means is turned on.

In the above arrangement, the switch means of the second power supply circuit when the engine start is completed and the multi-load driving generator coil is ready to drive both the fuel pump and the general load. Set the pump drive voltage setting value so that is closed. For that purpose, for example, the set value of the pump drive voltage is set to be slightly smaller than the voltage applied to the fuel pump from the multiple load drive magneto coils through the first power supply circuit when the engine is rotating at the idling speed. Set it to a low value.

In the above construction, the pump drive voltage applied to the fuel pump is detected, and when the pump drive voltage is less than or equal to the set value, the switch means is held in the off state, and the pump drive voltage exceeds the set value. The switch control means is configured so that the switch means is sometimes turned on.
Switch control is performed so that the rotation speed of the internal combustion engine is detected and the switch means is held in the off state when the rotation speed is below a set value, and the switch means is turned on when the rotation speed exceeds the set value. Means can also be configured.

In this case, the switch means of the second power supply circuit is closed when the engine start is completed and the multi-load driving generator coil is ready to drive both the fuel pump and the general load. In, set the setting value of the rotation speed. For that purpose, for example, the set value of the rotational speed is set to a value slightly lower than the idling rotational speed of the engine.

The first power supply circuit is, for example, a pair of MOSFETs whose sources or drains are commonly connected.
T and a pair of rectifying diodes connected in series to respective drain-source circuits of the pair of MOSFETs, and the pair of rectifying diodes and the pair of MOs.
A diode bridge full-wave rectifier circuit is constructed with a parasitic diode between the drain and source of the SFET, and
Step-up rectifier circuit using a pair of MOSFETs as chopper switches, and a pair of step-up rectifier circuit MOSFETs
Drive signals of the same phase are applied to the gates of the pair of MOSFs
It can be configured by an FET control circuit that controls on / off of ET.

The configuration of the first power supply circuit is not limited to the circuit using the MOSFET as described above, but a transistor is used as a chopper switch,
A step-up circuit that performs a step-up operation (chopper operation) by interrupting the short-circuit current of the generator coil by the switch, a rectifier circuit that rectifies the output of the step-up circuit, and an output voltage of the rectifier circuit that is a set value. The first power supply circuit can also be configured with a voltage regulator that is adjusted so as to keep the following. Also, the booster circuit can be configured by a transformer.

[0023]

In the above construction, the multiple-load driving generator coil is a combination of the outputs of the two generator coils, the pump driving generator coil and the general load driving generator coil used in the conventional power supply device. It can be configured to generate a correspondingly large output.

At the time of starting the engine, the switch means of the second power supply circuit is open because the pump drive voltage does not exceed the set value or the engine speed does not exceed the set value. Therefore, at the time of starting the engine, the general load is disconnected from the multiple load driving power generating coil, and all the outputs of the multiple load driving power generating coil are supplied to the fuel pump through the first power supply circuit.

As described above, a common multiple-load driving generator coil is provided for both the fuel pump and the general load,
When power is supplied from the generator coil only to the fuel pump at the time of starting the engine, sufficient power is supplied to the fuel pump at the time of starting the engine without increasing the size of the generator, and a predetermined amount is supplied from the fuel pump. A discharge amount can be secured.

When the first power supply circuit is provided with a boost rectification function for boosting and rectifying the output voltage of the generator coil, the fuel pump is relatively high even when the engine starting rotational speed is relatively low. A sufficient amount of fuel can be discharged from the fuel pump by applying a voltage. Therefore, even when the cranking rotation speed at the time of starting operation cannot be increased as in the case where the starting device by human power is used, the amount of fuel supplied to the injector at the time of starting can be made larger than before, The startability of the engine can be improved.

When the engine start is completed and the pump drive voltage exceeds the set value or the engine speed exceeds the set value, the switch means of the second power supply circuit is closed, so that the general load is applied. Will be supplied with electricity. Since a general load such as a headlamp does not need to be driven at the time of starting the engine, there is no problem even if the power is supplied to the general load after the engine is started in this way.

In particular, the first power supply circuit includes a pair of MOSFETs whose sources or drains are commonly connected to each other.
A pair of rectifying diodes connected in series to respective drain-source circuits of the pair of MOSFETs, and a diode formed by the pair of rectifying diodes and a parasitic diode between the drain and source of the pair of MOSFETs. A bridge full-wave rectifier circuit is configured and a pair of MO
When a boost rectifier circuit in which each SFET is a chopper switch is used, and a FET control circuit for applying an in-phase drive signal to the gates of the pair of MOSFETs to control ON / OFF of the pair of MOSFETs, the starting rotational speed is increased. It can be further lowered.

That is, in the step-up rectifier circuit using the above MOSFET, when a driving signal is applied to a pair of MOSFETs, a current flows from one drain side to a source side of the MOSFET and the other MOSFET receives its source side. Current flows from the drain to the drain side. Due to the characteristics of the MOSFET in which a drive signal (a signal for turning on the FET) is applied between the gate and the source, a drain current starts to flow at the same time as the voltage is applied between the source and drain, and there is a source-drain voltage. If in range,
The drain current flows almost in proportion to the source-drain voltage. Therefore, the MOSFET to which the drive signal is applied operates in the same manner as the resistor, and the resistance value between the source and drain shows a substantially constant value in the region where the source-drain voltage and the drain current are proportional. Therefore, the circuit in which a series circuit of a pair of MOSFETs is connected between both ends of the generator coil is equivalent to the circuit in which a resistor is connected between both ends of the generator coil,
The load straight line of the generator when the drive signal is applied to the pair of MOSFETs is a straight line passing through the origin. Therefore,
The threshold voltage (M
The threshold value of the drain-source voltage required for flowing the drain current to the OSFET) becomes substantially zero, and if a slight voltage is induced in the magneto coil of the magneto generator, a pair of M
A short circuit current will flow through the OSFET. Therefore, even if the engine speed is extremely low, it is possible to cause a current to flow through the MOSFET to perform a boosting operation as long as a voltage is induced in the magneto coil, and a sufficient discharge amount from the fuel pump can be secured. The engine speed can be lowered to lower the starting engine speed.

In the boost rectifier circuit using MOSFETs, the voltage boosted by turning the MOSFET on and off causes a pair of rectifying diodes and a pair of MOSFs.
The diode bridge full-wave rectification circuit composed of a parasitic diode between the drain and source of the ET supplies the load to the load, so that it is not necessary to provide a booster circuit and a rectifier circuit separately, and the configuration is simplified. You can

[0031]

FIG. 1 shows the overall construction of an embodiment of the present invention, and FIG. 2 shows the construction of a stator of a magneto generator used in this embodiment.

The mechanical structure of the stator of the magneto generator shown in FIG. 2 is the same as that shown in FIG. 11, and the salient pole portion 1c1.
And 1c3 are respectively wound with ignition power supply coils We1 and We2 for driving the ignition device. The generating coils W1 to W8 are wound around the salient pole portions 1b1 to 1b8, respectively, and the generating coils W1 to W6 are connected in series to form a multiple load driving generating coil Wp. Further, similarly to the example shown in FIG. 8, the generator coils W7 and W8 are connected in series to form an injector drive generator coil Wij that drives the injector and the electronic control unit.

As shown in FIG. 1, the output of the power generating coil Wp for driving a plurality of loads is supplied to the fuel pump 11 via the first power supply circuit 10 and via the second power supply circuit 12. Are supplied to the general load 13.

The first power supply circuit 10 includes a generator coil W.
The second power supply circuit 12 has an ON / OFF control interposed between the power generation coil Wp and the general load 13 and has a function of boosting the output voltage of p and a function of rectifying the boosted voltage. It comprises possible switch means 14. The fuel pump 11 includes a pump P and a pump driving electric motor M that drives the pump, and the output voltage of the first power supply circuit 10 is applied to the power supply terminal of the pump driving electric motor M. The general load 13 of this embodiment includes a lighting load 15 such as a headlamp and other electrical components 16. Here, the electrical component 16 is, for example, an exhaust valve control device that controls an exhaust valve that adjusts the characteristics of the exhaust system of the engine.

Switch control means 17 is provided to control the switch means 14. The switch control means 17 detects the pump drive voltage Vp applied to the fuel pump 11 and holds the switch means 14 in the off state when the pump drive voltage is equal to or lower than the set value, and the pump drive voltage Vp is set. When the value is exceeded, the switch means 14 is controlled to be turned on.

The output of the injector driving generator coil Wij is converted into a DC voltage through the DC power supply circuit 18 and applied to both ends of the series circuit of the drive coil 19a of the injector 19 and the injector driving switch 20.
Fuel is supplied from the fuel pump 11 to the injector 19, and the pressure of the fuel given to the injector is kept below a set value by a pressure regulator (not shown).

The output voltage of the DC power supply circuit 18 is also input to a regulator (voltage regulator) 21 that outputs a DC constant voltage, and the output voltage of the regulator 21 is output to the electronic control unit 2.
The voltage is applied to the power supply terminal of the CPU (microcomputer) constituting the device 2.

The ignition power source coils We1 and We2 are connected in parallel with each other, and the outputs of the two power generating coils are supplied to the internal combustion engine ignition device 23. The illustrated ignition device includes an ignition coil IG having a primary coil L1 and a secondary coil L2,
Ignition power supply coil W provided on the primary side of the ignition coil
an ignition energy storage capacitor C1 that is charged to the polarity shown through the diode D1 at the outputs of e1 and We2,
A well-known capacitor discharge type device equipped with a thyristor Th1 for discharging the electric charge of the capacitor C1 to the primary coil of the ignition coil IG. The output obtained from the secondary coil of the ignition coil IG is attached to a cylinder of an engine (not shown). Is applied to the ignition plug P1.

To the electronic control unit 22, the output signal of the signal coil 24 and the output signal of the sensor 25 for detecting various control conditions are input. The signal coil 24 is provided in a signal generator attached to the internal combustion engine and outputs a pulsed signal at a predetermined rotation angle position. The electronic control unit 22 calculates the ignition position and the fuel injection amount of each cylinder of the internal combustion engine based on the rotation angle information and the rotation speed information given by the signal coil 24 and various control conditions given by the sensor 25. Then, the ignition signal Vi is applied to the thyristor Th1 of the ignition circuit at the calculated ignition position, and the injection command pulse Vj having a pulse width required to obtain the calculated injection amount is supplied to the control terminal 20a of the injector drive switch 20. give.

When the ignition signal Vi is given from the electronic control unit 22 to the thyristor Th1 of the ignition device 23, the thyristor Th1 becomes conductive and the charge of the capacitor C1 is transferred to the ignition coil IG.
Discharge through the primary coil of. This discharge causes a large magnetic flux change in the iron core of the ignition coil, so that a high voltage is induced in the secondary coil of the ignition coil, and the high voltage causes sparks in the ignition plug P1.

In FIG. 1, the ignition device 23 is a
The high voltage is supplied only to the spark plugs P1 attached to the two cylinders. However, when the internal combustion engine has a plurality of cylinders, the spark plugs respectively provided to the plurality of cylinders. Of course, the igniter is configured to supply a high voltage to.

When the injection command pulse Vj is applied from the electronic control unit 22 to the injector drive switch 20, the switch 20 is turned on and a drive current is supplied to the drive coil 19a of the injector 19. The injector 19 opens its valve and injects fuel while a predetermined drive current is flowing through the drive coil 19a.

In the embodiment shown in FIG. 1, when the engine is started, the pump drive voltage Vp applied to the fuel pump 11 is equal to or lower than the set value, so that the switch control means 17 holds the switch means 14 in the off state. . In this state,
The output voltage of the power generating coil Wp for driving a plurality of loads is boosted and rectified by the first power supply circuit 10 and supplied to the fuel pump 11. At this time, all the output of the power generation coil Wp is boosted and rectified and supplied to the fuel pump 11, so that sufficient electric power is supplied to the fuel pump 11 and sufficient fuel is supplied from the fuel pump 11 to the injector 19. Therefore, it is possible to inject a sufficient amount of fuel from the injector 19 and improve the startability of the engine. When the engine starts, the output voltage of the generator coil rises, and the pump drive voltage Vp supplied to the fuel pump 11 exceeds the set value, so that the switch control means 17 turns on the switch means 14. Therefore, after the engine is started, the output of the generator coil Wp is also supplied to the general load 13.

Of the parts of the embodiment of FIG. 1, the fuel pump 11
FIG. 3 shows a specific configuration example of a portion that supplies electric power to the general load 13 and the general load 13. The first power supply circuit 10 used in the example of FIG. 3 has a pair of N-channel MOSFETs F1 and F2 in which drains are connected to both ends of a multiple load driving power generation coil Wp and sources are commonly connected.
And a pair of rectifying diodes D21 and D22 each having an anode and a cathode commonly connected to both ends of the power generation coil Wp.
Common connection point of 22 cathodes and a pair of MOSFETs F
A step-up rectifier circuit 10a in which the common connection points of the sources of 1 and F2 are positive side and negative side DC output terminals t1 and t2, respectively, and a drive signal Vg of the same phase is applied to the gates of the MOSFETs F1 and F2 to provide the pair. MOSFET
It is composed of an FET control circuit 10b for on / off controlling and a smoothing capacitor Co connected between the output terminals t1 and t2. The FET control circuit 10b has a DC output terminal t
The voltage between 1 and t2 is detected, and the on-duty ratio [= on time / (on time + off time)] of the drive signal given to MOSFETs F1 and F2 is controlled so that the detected voltage is kept below a predetermined limit value. To do.

In the boost rectifier circuit 10a, rectifying diodes D21 and D22 and MOSFETs F1 and F2 are used.
The parasitic diodes Df1 and Df2 respectively existing between the drain and source of the above are bridge-connected to form a single-phase bridge full-wave rectification circuit. Also MOSFET F1
And F2 form a chopper switch.

The switch means 14 constituting the second power supply circuit 12 is a relay having a normally open contact Ya and an exciting coil Wa, and one end of the exciting coil Wa is connected to the output terminal t1 of the step-up rectifying circuit 10a. Has been done. The other end of the exciting coil Wa is connected to the anode of the thyristor Th2 through the resistor R1, and the cathode of the thyristor Th2 is connected to the negative output terminal t2 of the boost rectifier circuit 10a.
A voltage detection circuit 17a consisting of a series circuit of resistors R2 and R3 between the DC output terminals t1 and t2 of the boost rectifier circuit 10a.
And the detection signal voltage obtained across the resistor R3 is input between the gate and cathode of the thyristor Th2 through the Zener diode ZD1. A capacitor C2 and a resistor R4 are connected in parallel between both ends of the resistor R3 and the gate and cathode of the thyristor Th2. The thyristor Th2 constitutes a relay excitation control switch, and the relay excitation control switch, resistors R1 to R4,
A switch control means 17 is composed of the capacitor C2 and the Zener diode ZD1.

In the embodiment shown in FIG. 3, when the engine is started, the generator coil Wp induces an AC voltage. This AC voltage is generated by the diodes D21 and D22 and the parasitic diode D.
F is rectified by a full-wave rectifier circuit consisting of f1 and Df2
It is supplied to the power supply terminal of the ET control circuit 10b. As a result, the FET control circuit 10b starts operating and the MOSFET
A rectangular wave drive signal Vg of the same phase having a frequency sufficiently higher than the output frequency of the magneto-generator is applied to the gates of F1 and F2.
give. The MOSFETs F1 and F2 are turned on at the same time when the drive signal applied to their respective gates becomes high level, and turned off when the drive signal becomes zero level. Since the MOSFETs F1 and F2 have bidirectionality, when both MOSFETs are turned on at the same time, a short circuit current i flows through the magneto coil Wp. When a short-circuit current flows through the magneto coil Wp, (Li ² ) flows through the magneto coil Wp.
The energy of / 2 [L is the inductance of the magneto coil] is accumulated. The drive signal goes to zero level and the MOSFE
When T F1 and F 2 are turned off at the same time, the short-circuit current flowing through the generator coil Wp is cut off, so that the generator coil Wp receives a high-polarity voltage that keeps flowing the short-circuit current that has been flowing until now. Induce. This voltage is rectified by a full-wave rectification circuit composed of diodes D21 and D22 and parasitic diodes Df1 and Df2, smoothed by a capacitor Co, and supplied to the fuel pump 11. As a result, the fuel pump 11 operates to supply fuel to the injector. When the injection command pulse is given, the injector injects fuel for a time corresponding to the pulse width of the command pulse.

Since the voltage applied to the fuel pump 11 is low when the engine is started, the output voltage of the voltage detection circuit 17a including the resistors R2 and R3 is zener diode ZD1.
Zener voltage (setting value) cannot be exceeded. Therefore, the thyristor Th2 cannot conduct, and the exciting current does not flow in the exciting coil Wa of the relay forming the switch means 14. Therefore, the contact Ya is open,
Electric power is not supplied to the general load 13.

As described above, when the common load driving power generating coil Wp is provided for both the fuel pump and the general load, the power is supplied only from the power generating coil Wp to the fuel pump when the engine is started. Therefore, it is possible to supply sufficient power to the fuel pump at the time of starting the engine without increasing the size of the generator.

Further, as described above, if the first power supply circuit is provided with the boosting function, the rotational speed at which the fuel pump can be stably operated can be lowered, so that
The starting rotation speed of the engine can be lowered, and the engine can be started easily by human power.

In the above embodiment, the MOSFET
If the on-duty ratio of F1 and F2 is constant, the output voltage (pump drive voltage) of the boost rectifier circuit rises as the engine speed increases, and the voltage applied to the fuel pump becomes excessive. In order to prevent this, it is necessary to limit the output voltage of the boost rectifier circuit to a predetermined limit value or less. For this purpose, for example, the output voltage of the boost rectifier circuit 10a is detected, and the on-duty ratio of the MOSFETs F1 and F2 is reduced according to the rise of the detected voltage.
A T control circuit may be configured.

When the output voltage of the step-up rectifier circuit is below the set value when the engine is started, MOSFET F
A drive signal with a predetermined duty ratio is applied to 1 and F2 to turn on and off both MOSFETs, and when the output voltage of the boost rectifier circuit exceeds the set value, stop supplying the drive signal to both MOSFETs and turn off both MOSFETs. The FET control circuit may be configured to hold the state.

Further, when the engine speed is below the set value, M
A drive signal with a predetermined duty ratio is applied to the OSFETs F1 and F2 to turn on and off both MOSFETs, and when the engine speed exceeds a set value, the supply of drive signals to both MOSFETs is stopped to turn off both MOSFETs. The FET control circuit may be configured to hold at.

In the above embodiment, the thyristor Th2, the resistors R1 to R4, the capacitor C2, and the Zener diode ZD1 constitute the switch control means 17, but the electronic control unit 22 is provided as shown in FIG. When a CPU is used, as shown in FIG.
The switch control means can be configured using U.

If the output voltage of the step-up rectifier circuit 10a may be excessive even when the supply of the drive signal to the MOSFETs F1 and F2 is stopped, the output voltage of the step-up rectifier circuit becomes a predetermined limit value. A voltage adjusting circuit for limiting the output voltage of the boost rectifier circuit may be added by short-circuiting the magneto coil Wp when it is detected that the voltage has exceeded the limit.

In the example shown in FIG. 4, the CPU reads the voltage across the fuel pump 11 (pump drive voltage) detected by the voltage detection circuit consisting of the series circuit of resistors R2 and R3, and sets the pump drive voltage. When the value is less than or equal to the value, the thyristor Th2 is kept in the cutoff state and the exciting coil Wa is kept in the non-excited state, and when the detected value of the pump drive voltage exceeds the set value, a trigger signal is given to the thyristor Th2 to turn on the thyristor By setting the state, the exciting coil Wa is excited. The other points are similar to those of the embodiment shown in FIG.

In the above embodiment, the drains of the MOSFETs F1 and F2 forming the chopper switch are connected to the output terminal of the magneto coil, and the sources of both MOSFETs are commonly connected to the negative side DC output terminal t2. According to the present invention, the parasitic diode between the drain and source of a pair of MOSFETs and the pair of rectifying diodes form a diode bridge full-wave rectifier circuit.
It is only necessary to connect a pair of MOSFETs and a pair of rectifying diodes, and as shown in FIG.
The sources of the FETs F1 and F2 are the generator coils W, respectively.
You may make it connect to both ends of p, and connect the drains of both MOSFETs to the positive side DC output terminal t1.

Further, in the above embodiment, an N channel type M
OSFET is used as a chopper switch,
A P-channel type MOSFET can also be used.

FIG. 6 shows another embodiment of the present invention in which the configuration of the switch control means is different. In this embodiment, the engine speed is detected and the detected value is below the set value. At this time, the exciting coil Wa is kept in a non-excited state, and the exciting coil Wa is excited when the detected value of the rotational speed exceeds a set value.

In the example shown in FIG. 6, the reluctors r1 to r1 are attached to the outer circumference of the flywheel FR which constitutes the rotor of the magnet generator.
r4 is provided, and the signal generator 30 is a flywheel FR.
Is opposed to the outer periphery of. The signal generating electron 30 includes a signal coil wound around an iron core having a magnetic pole portion facing the reluctor, and a permanent magnet that causes magnetic flux to flow through the iron core. The magnetic pole portion of the iron core around which the signal coil is wound. Reluctant r
A pulse-shaped signal Vs is generated in the signal coil due to changes in magnetic flux that occur when 1 to r4 start facing each other and when the facing ends.

The above signal Vs is input to the waveform shaping circuit 31 and converted into a pulse signal Vs', and the pulse signal Vs
′ Is input to the frequency / voltage converter 32. The frequency / voltage converter 32 converts the frequency of the pulse signal Vs' (proportional to the engine speed) to a speed detection signal (voltage signal) Vn.
To the non-inverting input terminal of the comparator 33. To the inverting input terminal of the comparator 33, a reference signal Vr obtained by dividing a constant DC voltage Vc by a voltage dividing circuit composed of a series circuit of resistors R5 and R6 is inputted,
The output of the comparator 33 is input to the gate of the thyristor Th2. As the DC voltage Vc, for example, the output voltage of the regulator 21 in FIG. 1 can be used. In this embodiment, the flywheel FR and the signal generator 30 constitute a signal generator for detecting the number of revolutions.
The switch control means 17 is composed of the waveform shaping circuit 31, the frequency-voltage converter 32, the comparator 33, the resistors R1, R4, R5 and R6, and the thyristor Th2.

In the embodiment shown in FIG. 6, since the speed detection signal Vn output from the frequency voltage converter 32 is below the reference signal Vr when the engine speed is below the set value,
The output of the comparator 33 is at zero level. At this time, since no trigger signal is given to the thyristor Th2, the thyristor is in the off state and the exciting coil Wa is not excited. Therefore, the contact Ya is open, and the output of the generator coil Wp is supplied only to the fuel pump 11. When the engine starts and the number of revolutions exceeds the set value, the speed detection signal Vn
Exceeds the reference signal Vr, the output of the comparator 33 becomes high level, and the trigger signal is given to the thyristor Th2. As a result, the exciting coil Wa is excited, so that the contact Ya is closed and electric power is supplied from the generating coil Wp to the general load 13.

In the embodiment shown in FIG. 6, the waveform shaping circuit 3
1 to the pulse signal Vs ′ obtained from the frequency-voltage converter 3
The speed detection signal is obtained by inputting the pulse signal Vs' into the CPU of the electronic control unit, and the CPU calculates the engine speed, which exceeds the set value. The switch means 14 may be turned on when the switch is turned on.

In the above embodiment, the diode and the MOSF are used.
Boost rectifier circuit using ET and MOS of the boost rectifier circuit
1st by the FET control circuit which controls ON / OFF of FET
However, the configuration of the first power supply circuit 10 is not limited to this. For example, as shown in FIG. 7, the booster circuit 10A and the DC power supply circuit 1
The first power supply circuit can also be configured with 0B. Here, the booster circuit 10A is a transistor or a MOS provided so as to short-circuit the power generation coil Wp when the power is turned on.
A semiconductor switch for a chopper such as an FET and a control circuit for turning the semiconductor switch on and off at a frequency sufficiently higher than the output frequency of the power generation coil Wp can be used. Further, the booster circuit 10A can be configured by a transformer.

In FIG. 7, a DC power supply circuit 10B is a circuit for rectifying the voltage boosted by the boosting circuit 10A and outputting a DC voltage limited to a predetermined adjustment value or less. This circuit includes, for example, two diodes. And a two thyristor in a bridge connection, and a phase control circuit for controlling the phase of the thyristor of the control rectifier circuit so as to limit the voltage across the fuel pump 11 to a predetermined limit value or less.

As shown in FIG. 8, the booster circuit 10A
The rectifier circuit 10B1 and the voltage regulator 10B2
It is also possible to configure the power supply circuit of. Here, the booster circuit 10A is the same as that described in the embodiment of FIG. The rectifier circuit 10B1 is composed of a rectifier circuit having no voltage adjusting function such as a diode bridge full-wave rectifier circuit, and the voltage regulator 10B2 detects, for example, the voltage across the fuel pump 11 and the voltage is adjusted to a predetermined adjustment value. It can be configured by a circuit that short-circuits the output of the rectifying circuit 10B1 when the voltage exceeds the limit.

In the above-described embodiment, two types for low speed and high speed are used.
Although two ignition power supply coils We1 and We2 are provided, there may be a case where only one ignition power supply coil is provided. Further, in the above-mentioned embodiment, the ignition power supply coil is wound around the salient pole portion of the multi-pole star iron core 1, but the ignition power supply coil may be provided outside the rotor of the magneto generator.

FIG. 9 shows an example in which the ignition power source coil is arranged outside the rotor of the magnet generator. In this example, the multipole star iron core 1 is an annular yoke portion. The one having a structure in which twelve salient pole portions 1b1 to 1b12 are radially projected at equal angular intervals from the outer peripheral portion of 1a is used. Further, in this example, the cylindrical peripheral wall portion 100a, the bottom wall portion provided on one end side in the axial direction of the peripheral wall portion, and the rotary shaft mounting boss portion 10 provided at the center of the bottom wall portion.
0b and a cup-shaped flywheel 100 are provided. The flywheel 100 is made of a ferromagnetic material such as iron and has a peripheral wall portion 100a.
Twelve permanent magnets m1 to m12 are attached to the inner circumference of the magnet at equal angular intervals. The magnets m1 to m12 are magnetized in the radial direction of the flywheel by alternately changing their polarities, and these magnets constitute 12 magnet fields. By the flywheel 100 and the magnets m1 to m12,
A 12-pole flywheel magnet rotor FR is configured.

A recess 10 is formed on the outer circumference of the flywheel 100.
0c is formed, and the permanent magnet M1 constituting the ignition magnet field is fixed to the bottom of the recess 100c by screwing or the like. The magnet M1 is magnetized in the radial direction of the flywheel, and magnetic poles having the same polarity as the magnetic pole inside the magnet M1 (S pole in the illustrated example) appear on both sides of the recess 100c.

An U-shaped ignition armature iron core 200 is arranged outside the flywheel 100, and an ignition coil IG composed of a primary coil L1 and a secondary coil L2 is wound around the iron core 200. . Ignition armature core 20
Magnetic poles 200a and 200b facing the outer peripheral surface of the flywheel 100 are formed at both ends of the 0.

In the example shown in FIG. 9, the main armature A of the magnet generator is composed of the multi-pole star iron core 1 and the generator coils W1 to W12.
M1 is constituted, and the ignition armature iron core 200 and the ignition coil IG constitute an ignition armature AM2.
The multi-pole star iron core 1 and the ignition armature iron core 200 are screwed to a mounting portion provided in a case or the like of an internal combustion engine (not shown), and the flywheel 100 has its boss portion 100.
It is attached to the engine in a state where b is fitted to the crankshaft of the engine. And the salient pole portions 1b1 to 1 of the multipolar star-shaped iron core 200
The pole piece portion at the tip of b12 is opposed to the magnets m1 to m12 via a predetermined gap, and the magnetic pole portions 200a and 200b at both ends of the ignition armature core 200 are opposed to the outer peripheral surface of the flywheel 100. .

In the example of FIG. 9, the power generating coils W1 to W10 are connected in series, and these power generating coils form a power generating coil Wp for driving a plurality of loads.
Injector drive generator coil W with 12 connected in series
ij is configured. The primary coil L1 of the ignition coil IG constitutes an ignition power supply coil.

In the magneto generator of FIG. 9, when the flywheel magnet rotor FR rotates, the magneto coils W1 to W12 are generated.
AC voltage is induced in. Further, the primary coil (coil for ignition power source) L1 of the ignition coil IG has a waveform composed of one negative half cycle voltage, one positive half cycle voltage, and another negative half cycle voltage. Output voltage is generated once per revolution. The output voltage of one positive half cycle obtained from this ignition power supply coil is used to drive the ignition device.

In the example shown in FIG. 1, a capacitor discharge type ignition device is used as the internal combustion engine ignition device 23. However, even when a current interruption type ignition device is used, the power supply device of the present invention is used. Can be applied. FIG. 10 shows a configuration example of a current interruption type ignition device suitable for being configured by using the ignition coil IG provided in the magnet generator shown in FIG. IG 1
It is connected between an NPN transistor TR1 having a collector-emitter circuit connected in parallel at both ends of the next coil L1, a transistor TR2 having a collector and an emitter connected to the base and emitter of the transistor TR1, and a base collector of the transistor TR1. It consists of a resistor Ra. An ignition signal is applied from the ignition timing control device 300 to the base of the transistor TR2. The ignition timing control device 300 generates an ignition signal at the ignition position of the engine by using a signal obtained from a signal coil Ls provided in a signal generator (not shown) attached to the engine as an input. This ignition timing control device may be configured by using a CPU that constitutes the EFI electronic control device 22, or may be configured by an electronic circuit.

In the ignition device shown in FIG. 10, a voltage is induced in the primary coil L1 of the ignition coil IG in synchronization with the rotation of the engine. When a voltage in the direction of the arrow shown in the drawing is induced in the primary coil L1, a base current flows in the transistor TR1 through the resistor Ra, so that the transistor TR1 becomes conductive. As a result, the primary current flows through the ignition coil IG.
When the ignition timing control device generates an ignition signal at the ignition position of the engine, the transistor TR2 becomes conductive, so that the transistor TR1 is turned off. As a result, the transistor T
Since the primary current of the ignition coil flowing through R1 is cut off, a high voltage is induced in the secondary coil of the ignition coil and a spark is generated in the ignition plug P1.

In each of the above-mentioned embodiments, the magnet generator has 12 poles, but in the present invention, the number of poles of the magnet generator is arbitrary. Further, in each of the above embodiments, the switch means 1
Although a relay is used as the switch 4, the switch means may be a semiconductor switch.

In the embodiment shown in FIG. 1, the negative half cycle output voltage of the ignition power source coils We1 and We2 (the half cycle voltage not used for charging the capacitor C1) is not used, but the ignition power source is not used. Power supply circuit including a circuit for charging the power supply capacitor with the negative half-cycle output voltage of the power supply coils We1 and We2, and a circuit for controlling the voltage across the power supply capacitor so as to limit it to a certain value or less. May be provided to supply power to the injector 19 and the electronic control unit 22 by the output of the auxiliary power supply circuit. In this case, the injector driving generator coil Wij can be omitted.

If the output of the ignition power supply coil has a margin, a part of the positive half cycle output of the ignition power supply coil can be used to configure the auxiliary power supply circuit.

Further, when the auxiliary power supply circuit is provided as described above, the output of the auxiliary power supply circuit is superimposed on the output of the DC power supply circuit 18i provided on the output side of the injector driving power generation coil Wij, so that it is insufficient at low speed. It may be configured to supplement the output of the injector driving power generation coil Wij which tends to occur.

In the above description, the exhaust valve control device is treated as a general load that does not need to be driven at the time of starting. However, when it is necessary to drive the exhaust valve control device at the time of starting, the exhaust valve control device is not required to be operated. The output may be driven by the output of the first power supply circuit 10.

The preferred embodiments of the present invention have been described above, but the main aspects of the invention disclosed in this specification will be described below.

(1) An electronic fuel injection device including an injector for supplying fuel to an internal combustion engine, a fuel pump for supplying fuel to the injector, and an electronic control device for controlling the injection timing and injection amount of fuel from the injector. In an internal-combustion-engine power supply device that supplies electric power to an internal combustion engine ignition device and other general loads, the internal combustion engine power generator is commonly provided for the fuel pump and the general load. A plurality of load driving power generating coils; a first power supply circuit that boosts and rectifies the output voltage of the plurality of load driving power generating coils to supply DC power to at least a fuel pump of the electronic fuel injection device; A second power supply circuit for supplying the output of the load driving power generation coil to the general load via a switch means capable of on / off control; and the fuel pump. The pump drive voltage applied to the pump, the switch means is held in the off state when the pump drive voltage is below the set value, and the switch means is turned on when the pump drive voltage exceeds the set value. A power supply device for an internal combustion engine, comprising: a switch control unit for setting a state.

(2) An electronic fuel injection device comprising an injector for supplying fuel to the internal combustion engine, a fuel pump for supplying fuel to the injector, and an electronic control device for controlling the injection timing and injection amount of fuel from the injector. In an internal-combustion-engine power supply device that supplies electric power to an internal combustion engine ignition device and other general loads, the internal combustion engine power generator is commonly provided for the fuel pump and the general load. A plurality of load driving power generating coils; a first power supply circuit for boosting and rectifying the output voltage of the plurality of load driving power generating coils to supply DC power to the fuel pump; A second electric power supply circuit for supplying an output to the general load via a switch means capable of on / off control, and the rotational speed of the internal combustion engine are detected to detect the rotational speed. A power supply for an internal combustion engine, comprising: a switch control means for holding the switch means in an off state when the rotational speed exceeds a set value and for turning the switch means on when the rotational speed exceeds a set value. apparatus.

(3) In the first power supply circuit, a pair of MOSFETs whose sources are commonly connected, and an anode and a cathode are commonly connected to the drains of the pair of MOSFETs, respectively. A pair of rectifying diodes and a pair of the rectifying diodes and a pair of MOSFs
A diode bridge full-wave rectifier circuit is formed by a parasitic diode between the drain and source of ET, and a step-up rectifier circuit in which a pair of MOSFETs are respectively used as chopper switches, and a gate of the magneto-generator at the gate of the pair of MOSFETs. 3. The power supply device for an internal combustion engine according to the above item 1 or 2, further comprising an FET control circuit that supplies a drive signal of a higher frequency than the output frequency and having the same phase.

(4) The first power supply circuit includes a pair of MOSFETs whose drains are commonly connected, and a pair of rectifying diodes whose cathodes are connected to respective sources of the pair of MOSFETs. And a diode bridge full-wave rectifier circuit comprising the pair of rectifying diodes and a parasitic diode between the drain and source of the pair of MOSFETs, and a step-up rectifier circuit using the pair of MOSFETs as chopper switches, respectively. 3. The internal combustion engine according to claim 1 or 2, further comprising: an FET control circuit that supplies a drive signal in the same phase having a frequency higher than the output frequency of the magneto generator to the gates of the pair of MOSFETs. Power supply.

(5) The first power supply circuit includes a pair of N-channel type MOSFETs having drains connected to both ends of the plurality of load driving power generation coils and sources commonly connected, and the power generation coil. And a pair of rectifying diodes whose anodes are connected to both ends of each of which are commonly connected, and a common connecting point of the cathodes of the pair of rectifying diodes and a common connecting point of the sources of the pair of MOSFETs are provided. Step-up rectifier circuit using positive and negative side DC output terminals, respectively, and the pair of MOSFs
3. The power supply device for an internal combustion engine according to claim 1 or 2, further comprising: an FET control circuit that supplies a drive signal of the same phase having a frequency higher than the output frequency of the magneto generator to the gate of the ET.

(6) The first power supply circuit includes a pair of N-channel type MOSFETs having sources connected to both ends of the plurality of load driving power generation coils and drains commonly connected, and the power generation coil. A pair of rectifying diodes whose cathodes and anodes are connected to both ends of a pair of rectifier diodes, respectively, and a common connecting point of the sources of the pair of MOSFETs and a common connecting point of the cathodes of the pair of rectifying diodes. Step-up rectifier circuit using positive and negative side DC output terminals, respectively, and the pair of MOSFs
3. The power supply device for an internal combustion engine according to claim 1 or 2, further comprising: an FET control circuit that supplies a drive signal of the same phase having a frequency higher than the output frequency of the magneto generator to the gate of the ET.

(7) The FET control circuit limits the output voltage of the step-up rectifier circuit to a certain limit value or less, according to the detected value of the output voltage, and the pair of MOSFETs.
7. The power supply device for an internal combustion engine according to any one of items 3, 4, 5 and 6 above, which is configured to control the on-duty ratio of.

(8) The FET control circuit causes the pair of M's to operate when the output voltage of the boost rectifier circuit is less than or equal to a set value.
A drive signal is applied to the OSFET, and when the output voltage of the booster circuit exceeds a set value, the supply of the drive signal to the pair of MOSFETs is stopped. The power supply device for an internal combustion engine according to any one of 3, 4, 5 or 6 above.

(9) The FET control circuit is configured such that the pair of MOSFETs is operated when the rotation speed of the internal combustion engine is equal to or lower than a set value.
Is configured to stop the supply of the drive signal to the pair of MOSFETs when the rotational speed of the internal combustion engine exceeds a set value. The power supply device for an internal combustion engine according to any one of 3, 4, 5 and 6 above.

(10) An ignition power supply coil and an injector drive power generation coil are further provided in the magnet generator, and the output of the ignition power supply coil is supplied to the internal combustion engine ignition device to generate the injector drive power generation. The output of the coil is supplied to a DC power supply circuit that supplies a DC voltage to a power supply terminal of the injector and a power supply terminal of an electronic control device that controls the injector.
The power supply device for an internal combustion engine according to any one of 3, 4, 5, 6, 7, 8 and 9.

(11) An ignition power supply coil is further provided in the magnet generator, and an output voltage of the ignition power supply coil is supplied to a power supply terminal of an internal combustion engine ignition device, so that the first power supply circuit The output voltage is also supplied to the power supply terminal of the injector of the electronically controlled fuel injection device and the power supply terminal of the electronic control device that controls the injector. 7, 8 or 9
13. A power supply device for an internal combustion engine according to any one of items.

(12) An ignition power supply coil is further provided in the magnet generator, and the output voltage of the ignition power supply power generation coil is supplied to the power supply terminal of the internal combustion engine ignition device, so that the ignition power supply power generation coil The output is also supplied to a power supply terminal of an injector of an electronically controlled fuel injection device and a direct current power supply circuit for supplying a direct current voltage to a power supply terminal of an electronic control device that controls the injector.
The power supply device for an internal combustion engine according to any one of items 2, 3, 4, 5 or 6, 7, 8 or 9.

[0094]

As described above, according to the present invention, a magneto-generator driven by an internal combustion engine is provided with a magneto-generator for driving a plurality of loads, and when the engine is started, the magneto-generator for driving a plurality of loads is driven by a general load. Since there is no need to make the generator large, there is an advantage that sufficient electric power can be supplied to the fuel pump when the engine is started.

Further, according to the present invention, the first power supply circuit is provided with a boosting function to lower the rotational speed at which the fuel pump can be stably operated. Therefore, the starting rotational speed of the engine can be lowered. Therefore, it is possible to easily start the engine manually.

According to the third aspect of the invention, the output voltage of the generator coil is controlled by using a MOSFET capable of reducing the threshold value of the applied voltage for starting conduction to zero as a chopper switching element. Since the boosting rectifier circuit that boosts the pressure is used, it is possible to reduce the rotation speed at which the boosting operation starts, and the rotation speed at which the fuel pump starts to operate, thereby reducing the starting rotation speed of the engine. There is.

According to the third aspect of the invention, since the boosted DC voltage is obtained by using the boosting rectifier circuit which also serves as the booster circuit and the rectifier circuit, the configuration of the first power supply circuit is simplified. There is an advantage that can be.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an overall configuration of an exemplary embodiment of the present invention.

FIG. 2 is a front view showing a configuration of a stator of a magneto generator used in an example of the present invention.

FIG. 3 is a circuit diagram showing a specific configuration example of a main part of FIG.

FIG. 4 is a circuit diagram showing another specific configuration example of the main part of FIG.

5 is a circuit diagram showing still another specific configuration example of the main part of FIG.

FIG. 6 is a configuration diagram showing still another configuration example of the main part of the embodiment of FIG.

7 is a block diagram showing a modification of the first power supply circuit used in the embodiment of FIG.

FIG. 8 is a block diagram showing another modification of the first power supply circuit used in the embodiment of FIG.

FIG. 9 is a cross-sectional view showing another configuration example of the magneto generator that can be used in the embodiment of the present invention.

FIG. 10 is a circuit diagram showing a configuration example of an ignition device that can be driven by the power supply device of the present invention.

FIG. 11 is a front view showing a configuration of a stator of a magnet generator used in a proposed power supply device.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Stator iron core 10 1st electric power supply circuit 11 Fuel pump 12 2nd electric power supply circuit 13 General load 14 Switch means 15 Lighting load 16 Electrical equipment 17 Switch control means Wp Multiple load drive generator coil

Claims (3)

[Claims] 1. A power generator for an internal combustion engine, which supplies electric power to an electronic fuel injection device, an internal combustion engine ignition device, and other general loads by using a magnet generator driven by the internal combustion engine as a power source, wherein the magnet power generator is used. And a first power supply circuit for supplying power to at least a fuel pump of the electronic fuel injection device by boosting and rectifying the output voltage of the multiple load driving power generating coil provided in the machine. A second power supply circuit that supplies the output voltage of the power generating coils for driving a plurality of loads to the general load via a switch means that can be on / off controlled; Switch control means for holding the switch means in the off state when The internal combustion engine power source device being characterized in that comprises a. 2. An internal combustion engine power supply device for supplying electric power to an electronic fuel injection device, an internal combustion engine ignition device, and other general loads by using a magnet generator driven by an internal combustion engine as a power source, A multi-load driving power generation coil provided in the machine; a first power supply circuit that boosts and rectifies the output voltage of the multi-load driving power generation coil and supplies at least to a fuel pump of the electronic fuel injection device; A second electric power supply circuit for supplying the output voltage of the plurality of load driving magneto coils to the general load through a switch means capable of on / off control; and detecting a rotational speed of the internal combustion engine to set the rotational speed to a set value. Switch control means for holding the switch means in the off state in the following cases and for turning on the switch means when the rotation speed exceeds a set value. Internal combustion engine for power supply to the butterflies. 3. The first power supply circuit comprises a pair of MOS transistors whose sources or drains are commonly connected.
An FET and a pair of rectifying diodes connected in series to a drain-source circuit of each of the pair of MOSFETs, and between the pair of rectifying diodes and the drain source of the pair of MOSFETs. A diode bridge full-wave rectification circuit is formed by the parasitic diode, and a booster circuit in which a pair of MOSFETs are respectively used as chopper switches, and a drive signal of the same phase is applied to the gates of the pair of MOSFETs to provide a pair of MOSFETs. FET that controls MOSFET on / off
The power supply device for an internal combustion engine according to claim 1 or 2, further comprising a control circuit.