JPS6011744Y2 - Power supply device powered by a magnet generator - Google Patents

Description

[Detailed Description of the Invention] This invention relates to an improvement of a power supply device using a magnet generator as a power source.

In recent years, with the revision of safety standards, it has become necessary for this type of power supply device used for two-wheeled vehicles to increase its lighting and charging output, for example, in order to light up a safety indicator light.

However, in order to increase the output capacity of a magnet generator that serves as a power source, due to its structure, the characteristics of the permanent magnet that serves as the energy source will inevitably improve, and the permanent magnet will also become larger. It becomes necessary to increase the size of the magnet generator, and its production cost increases.

Furthermore, in the AC ignition system that uses this magnet generator as a power source, the output of the generator increases significantly, so the energy received by the ignition coil increases significantly, and as a result, the ignition voltage generated in the ignition coil increases when the engine If the voltage exceeds the required voltage, the ignition coil will suffer dielectric breakdown, resulting in loss of ignition function and reduced reliability.To prevent this problem, the ignition coil must be treated with strong insulation. When applied, the ignition coil becomes very high quality.

In addition, as the energy flowing into the ignition coil increases, the internal power loss and iron loss also increase, resulting in an excessive temperature rise and a problem with heat resistance. It is necessary to increase the wire diameter and to use higher quality magnetic core materials to reduce iron loss, resulting in various problems such as an increase in the production cost of the ignition coil.

This invention provides a power supply device using an excellent magnet generator as a power source, which eliminates the above-mentioned problems.

Below, we will explain the embodiment of this invention shown in Fig. 1. First, 1 is a magnet generator driven by an engine (not shown), and a flywheel (not shown) on which several permanent magnets are fixed, which will be described later. It consists of a base to which iron cores, coils, etc. are delivered.

1a is a first fixed core around which a power generation coil 1b for lighting and charging is wound; 1c is a second fixed core around which a power generation coil 1e for ignition is wound; both of these first and second fixed cores are made of soft iron plates. It is a layered product.

1d is a demagnetizing coil that is wound around the second fixed iron core 1c electrically separated from the ignition generator coil 1e, and reduces the flux linkage of the ignition generator coil 1e when current is applied thereto; 1f is an interrupter connected in parallel to the ignition generating coil 1e to control the output current of the coil 1e, and is controlled to open and close by a cam (not shown) driven by the engine.

1g is an arc extinguishing capacitor of this interrupter 1f, 2 is an ignition coil that receives the output voltage of the ignition generator coil 1e and generates an ignition voltage, and 3 receives the ignition voltage of this ignition coil 2 and generates an ignition spark. a spark plug, 4 a lamp load connected to any intermediate terminal of the generating coil 1b, 5 a diode for rectifying the output of the generating coil 1b, 6 a diode for rectifying the output of the demagnetizing coil 1d, 7 these diodes 5; , 6 is a battery that is charged by the rectified outputs of

Next, the operation of this embodiment will be explained using the characteristic diagram shown in FIG.

First, when the magnet generator 1 is driven by the rotation of the engine, the magnetic flux of the permanent magnet fixed to the inner circumference of the flywheel is transferred to the first and second fixed iron cores 1a and 1.
c, and based on this magnetic flux change, the generating coil lb,
ld and le generate electromotive force.

The no-load magnetic flux Φ shown in Fig. 2A is a magnetic flux waveform (actually a waveform with a lot of distortion) flowing through the second fixed iron core 1c, and based on this magnetic flux change, the demagnetizing coil 1d is An electromotive force of e1e'□ shown in A is generated.

Now, if the direction of generation of the electromotive force in the ignition generator coil 1e is e/ (dotted arrow) shown in FIG. 1, if the interrupter 1f is closed at the closed position A shown in FIG. The output current is passed through the interrupter 1f as a short circuit current i.

After that, if the interrupter 1f is opened again at the open position opening where the electromotive force is in the e/ (dotted arrow) direction, the ignition generator coil 1
Since the short circuit current flowing through e suddenly flows into the primary side of the ignition coil 2, an ignition voltage is generated on this secondary side.

The spark plug 3 receives this ignition voltage and generates an ignition spark to drive the engine.

By the way, the demagnetizing coil 1d wound around the second fixed iron core 1C is wound so that the direction of the electromotive force is the same as the direction of the electromotive force of the ignition generating coil 1e. When the short circuit current i is applied by the interrupter 1f, the output generated in the demagnetizing coil 1d is rectified by the diode 6, and this output voltage e1 is applied to the battery 7.
Only during the period (e, :>Vn) higher than the power supply voltage VB of
That is, when the engine speed reaches a medium-high speed range, a charging current I is applied to the battery 7 from the demagnetizing coil 1d.

will flow.

Therefore, a charging current I flows through the demagnetizing coil 1d.

If it flows, this charge will flow I.

Due to the magnetomotive force generated based on This will result in a decline.

However, when the engine speed is below the low speed range, the output voltage e of the demagnetizing coil 1d and the power supply voltage of the battery 7
Since the relationship with 8 is (e□<VB), a charging current ■ is generated in the demagnetizing coil 1d.

does not flow, so below this low speed range, the short-circuit current of the ignition generator coil 1e is not affected by the armature reaction and does not decrease.

Therefore, when the current of charge does not flow through the demagnetizing coil 1d, the inflow current to the primary side of the ignition coil 2 does not decrease even if the interrupter 1f is opened, but below this low speed region, the magnet Since the generator rotational speed is low, the short-circuit current itself of the ignition generator coil 1e is also small, so that the current flowing into the primary side of the ignition coil 2 has approximately the same value as in the medium-high speed region.

Note that there is no problem even if the voltage e2 is generated at a different time than the voltage e1 or at the same time.

Even if these occur at the same time and their values are different from each other, if they exceed the battery voltage VB, the battery 7 is charged in parallel with each voltage.

This is because the cathodes of diodes 5 and 6 are both directly connected to the battery 7, and even if e2>e□ and diode 5 is conductive, its cathode voltage will be the battery voltage ■8. Yes, if el〉■8,
Diode 6 also becomes conductive to charge battery 7.

e2. The voltage of e□ is shared by the impedances of the coils lb and ld.

Here, the demagnetizing magnetomotive force that reduces the magnetic flux linked to the ignition generator coil 1e depends on the product of the number of turns of the demagnetizing coil 1d and the current flowing through the coil 1d. If the number of turns is constant, the output of the ignition generator coil 1e can be controlled by the value of the charging current.

Now, the above-mentioned armature reaction occurs when the flywheel rotation speed in the magnet generator 1 is in the engine starting rotation speed range (approximately 300 to 5
00 rpm), the output voltage e1 of the demagnetizing coil 1d
Since the number of turns of the demagnetizing coil 1d is set so that the relationship between the voltage and the voltage of the battery 7 is e Since this does not reduce the short-circuit current of the engine, a sufficient ignition voltage is generated when starting the engine.

Also, when the engine speed is in the medium-high speed range, the demagnetizing coil 1d
Since the output of is also increasing as the rotation speed increases, el>
A charging current flows through the demagnetizing coil 1d within the thin range of v8.

Here, the ignition generator coil 1e and the demagnetizing coil 1d, which are respectively wound around the second fixed core IC, supply a constant input magnetic energy to the second fixed core 1c.
*Since it is converted into electrical energy proportional to the output of 1e, if the output current (charging current) of the demagnetizing coil 1d increases, the above-mentioned armature reaction will cause the ignition generator coil at the open position port of the interrupter 1f to increase. The short-circuit current 1e can be kept constant or slightly decreased without increasing as the rotation speed increases, and as a result, the current flowing into the ignition coil 2 always remains at a substantially constant value, so a stable ignition voltage is generated. It is something.

This operation will be described in detail with reference to FIGS. 2B and 2C.

FIG. 2B shows the steady current flowing through the coil 1e assuming that the interrupter contact 1f is kept open, and io is the current I flowing through the coil 1d.

The current when no flow, i'o, is the current ■ in the coil 1d.

This is the current when .

FIG. 2C shows that when the interrupter contact 1f closes at position A,
This is a DC component current in which the energy stored in the coil 1e is released. idc is the value when no current flows through the coil 1d, and id'c is the value when the current flows.

First, let's talk about the case where no current flows through the coil 1d.As shown in Figure 2B, at the moment the interrupter contact 1f closes, a current 1i, 1 is flowing through the coil 1e. The energy stored in the coil 1e based on the current 1i, I flows out as a current idc in a direction opposite to the direction of the steady current at that time.

This current idc attenuates with a time constant determined by the resistance and inductance of the circuit, resulting in a gradual decrease as shown in FIG. 2B.

The short circuit current i flowing through the coil 1e from the moment the interrupter contact 1f closes is a steady current i.

and DC component current idc, which is zero at position A, as shown in FIG. 2A.

When a current flows through the coil 1d, a steady current i. half-wave of is reduced due to armature reaction, and the steady current becomes s/.

In this case, the current at the moment when the interrupter contact 1f closes is:
l i', l (l i', l < l i.

1), and accordingly, the DC dividing surface d'c shown in FIG. becomes.

At the open position opening of the interrupter contact 1f, id'c (idc
Therefore, the short circuit current i' becomes smaller than the current i, and the energy released to the ignition coil 2 decreases accordingly.

In this way, when the opening and closing positions of the interrupter contacts are set as shown in Fig. 2, the steady current values 1i, l,
The difference in li',l results in a difference in ignition energy in the open position.

In this embodiment, the demagnetizing coil 1d is installed to cause an armature reaction only in the medium and high speed range of the engine to control the short-circuit current of the ignition generator coil 1e to a constant value, so the current cut off by the interrupter 1f is appropriate. This prevents the contacts of the interrupter 1f from burning out and extends the life of the circuit breaker 1f.The current flowing into the ignition coil 2 can also be maintained at a constant value, and the ignition voltage can also be maintained at a stable value. Therefore, abnormal wear of the spark plug 3 can be prevented.

Furthermore, it is possible to use an inexpensive ready-made ignition coil 2, and it is also possible to reduce the temperature rise due to the reduction in power loss, which allows for the miniaturization of the device, and various effects such as making it possible to reduce production costs. There is.

Further, the charging generating coil 1b and the demagnetizing coil 1d are connected in parallel to the battery 7 through diodes 5 and 6, respectively, to form charging circuits for the battery 7, respectively.

Therefore, when the output voltage e2 of the charging generator coil 1b is higher than the power supply voltage 8 of the battery 7 (e2>vn), a charging current 11 flows through the diode 5 to the battery 7.
Further, when the engine speed is in the medium-high speed range and the output voltage e of the demagnetizing coil 1d is higher than the power supply voltage VB of the battery 7 (e,)VB), a current of charge flows to the battery 7 through the diode 6. .

For this reason, the battery 7 receives a charging current I based on the charging generator coil 1b and a charging current I based on the demagnetizing coil 1d.

The sum of (I engineering + I.

), and as a result, compared to only the charging current I of the charging generator coil 1b, the charging current of the battery 7 is smaller than the charging current of the demagnetizing coil 1d as shown in FIG. I.

This will only increase.

In addition, there is an advantage that there is no need to increase the size of the magnet generator for the purpose of increasing the output of the charging generator coil 1b in order to increase the charging current, and a small magnet generator can function sufficiently.

In addition, although the AC current cutoff type ignition has been explained as the ignition method above, it can be applied to a device using the CD (capacitor discharge) ignition method, and in order to maintain the positive charge value of the capacitor at a constant value, the demagnetizing coil 1d is used to control the electrical equipment. Similar effects can be obtained with substances that cause child reactions.

In addition, in an engine with two or more cylinders, if an ignition coil and an ignition generator coil are installed for each cylinder, a demagnetizing coil is wound around each fixed core around which each ignition generator coil is wound. Even more effects can be obtained if the output of each demagnetizing coil of the lever contributes to charging the battery.

As described above, this idea involves winding a demagnetizing coil around the second fixed core around which the ignition generator coil is wound, electrically independent of this coil, and transmitting the rectified output of the demagnetizing coil to the second fixed iron core. 1
Since the battery is charged by superimposing it in parallel with the rectified output of the charging generator coil wound around the fixed iron core of the engine, when the engine is at medium to high speed, the charging current flows through the demagnetizing coil and the electric motor A secondary reaction occurs, and as a result, the output of the ignition generator coil does not increase beyond a certain value and can be maintained at a constant or slightly reduced value, and for example, in an AC type ignition system, the switching element may be destroyed by burning out. This eliminates the problem and prevents the generation of an unnecessarily excessive ignition voltage.

In addition, in a CD type ignition system, the capacitor charged by the generator coil can be prevented from being overcharged and causing dielectric breakdown, and in any case, it is easier to insulate each component, extending its lifespan. At the same time, the battery can be charged with a large charge current, and its load can also be operated stably, which has a significant effect of meeting safety standards.

Furthermore, the specifications of the ignition generator coil and demagnetizing coil can be set separately, so it can be applied to any ignition system, and since the ignition coil current is not affected by turning the lighting coil on and off, it is stable. It has the effect of providing ignition characteristics.

[Brief explanation of drawings]

Fig. 1 is a circuit diagram of a power supply device using a magnet generator as a power source, showing an embodiment of this invention, Fig. 2 is an explanatory diagram of the operation of the circuit diagram shown in Fig. 1, and Fig. 3 is a diagram similar to the one shown in Fig. 1. FIG. 3 is a diagram showing output characteristic curves of each component in the circuit diagram relative to the engine speed. In the figure, 1 is a magnet generator, 1a is a first fixed iron core, 1b is a charging generator coil, 1c is a second fixed iron core, 1d is a demagnetizing coil, 1e is an ignition generator coil, 1f is an interrupter, 1g
is a capacitor, 2 is an ignition coil, 3 is a spark plug, 4 is a lamp, 5 and 6 are diodes, and 7 is a battery.

Claims (1)

[Scope of utility model registration request] A first fixed iron core around which a power generation coil for charging is wound, a second fixed iron core around which a power generation coil for engine ignition is wound, and a switching element that controls the output of the power generation coil for ignition and generates an ignition voltage in the ignition coil. , a battery that is charged by the rectified output of the charging generator coil, and is wound around the second fixed iron core electrically separate from the ignition generator coil to generate an output current that can charge the battery. A demagnetizing coil that reduces the flux linkage of the ignition generating coil, and the sum of the rectified output of the output current generated in the demagnetizing coil and the rectified output of the charging generating coil in parallel. A power supply device whose power source is a magnet generator including a circuit that charges the battery with its output.