JPS6154949B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine starting charging device that integrates a starting motor and a charging generator.

As a conventional engine starting charging device, for example, the one shown in Fig.
54-124830). In the figure, 1 is the starting/charging device main body, 2 is its rotating field pole, 3 is an armature, 4 is a bearing, 5 is an engine main body, and 6 is a crankshaft. The rotating field pole 2 of the main body of the starting/charging device has a squirrel-cage starting winding (not shown), and the winding wound around the armature 3 has contacts 8 that are opened and closed by the starting lever 7.
and a battery 10 via a DC/AC converter 9 using a semiconductor applied oscillation circuit. 11 is a flywheel made of a ferromagnetic material, and 12 is a friction plate also made of a ferromagnetic material, which is normally pressed against the flywheel 11 by a spring 13 and constitutes a starting clutch that connects the flywheel 11 and the crankshaft 6. are doing. 14 is a current collector ring for supplying current to the excitation winding of the rotating field pole 2; 15 is a voltage regulator incorporating a semiconductor rectifier; and 16 is a solenoid for attracting the friction plate 12 to separate it from the flywheel 11. It is a coil.

When the contact 8 closes when the engine is started, the starter/charging device main body 1 operates as a self-starting synchronous motor having a squirrel cage starting winding, and the rotating field pole 2 begins to rotate. At this time, since the friction plate 12 is detached from the flywheel 11, even a self-starting synchronous motor with low starting torque can be started easily and the flywheel 11
Rotate. In this way, flywheel 1
After sufficient rotational kinetic energy has been accumulated in the friction plate 1, when the starting lever 7 is pulled to open the contact 8, the output of the DC/AC converter 9 is stopped and the excitation current of the solenoid coil 16 is cut off.
2 is pressed against the flywheel 11 and transmits the rotation of the flywheel 11 to the crankshaft 6, thereby starting the engine. After the engine is started, the starter/charging device main body 1 operates as an AC synchronous generator and supplies power to the battery 10 and vehicle electrical components through the voltage regulator 15.

However, in such conventional engine starting charging devices, the flywheel is rotated by the starting motor, and the rotational kinetic energy accumulated in the flywheel is transmitted to the engine crankshaft via the starting clutch. Because the starting method is used, it takes a long time to start the engine, from several tens of seconds to several tens of seconds, and it takes the friction plate of the starting clutch and the flywheel to reach the same rotational speed as the flywheel from a stationary state. The energy (power consumption) required for starting is large due to energy loss due to slippage between the clutch and the wheels.Furthermore, the provision of this clutch increases the size and weight of the entire device, and the clutch must be engaged frequently. There are many problems in practical use, such as the inability to withstand starting.

The purpose of the present invention is to eliminate the starting clutch of the conventional example described above, thereby making it possible to shorten the starting time and reduce the starting power, and to make the entire device smaller and simpler, and to improve the durability of the engine starting charger. The goal is to provide equipment.

In order to achieve the above object, the present invention uses a non-commutated motor with a large starting torque as a starting motor by directly connecting it to the crankshaft of the engine, and after starting the engine, operates the non-commutated motor as an AC synchronous generator. This is what I did.

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 is a diagram showing an embodiment of the main body of the engine starting charging device according to the present invention.

In the figure, the starting/charging device main body 21 includes rotating field poles 22a, 22b, excitation winding 23, armature core 24, armature winding 25, and crank angle detector 2.
It is composed of 6 as the main elements. A pair of comb-shaped field poles 22a and 22b made of ferromagnetic material are integrally coupled via a ring 27 so that their magnetic pole portions are alternately located in the circumferential direction. The ring 27 is preferably made of non-magnetic material. The field pole 22a, which also serves as a flywheel, fits onto the crankshaft 28 of the engine and is firmly attached to the shaft end of the crankshaft 28 with bolts 29. A notch 30 is provided on the side of the field pole 22a and is used in combination with a crank angle detector 26 to be described later to detect the crank angle.
There is. The same number of notches 30 as the number of magnetic poles that the field pole 22a has are provided at equal intervals on the circumference. The width of the notch 30 in the circumferential direction is expressed as an angle.
The angle should be about half of the value obtained by dividing 360° by the number of notches. FIG. 3 shows a perspective view of the appearance of the rotating field poles 22a, 22b and the ring 27. Excitation winding 23
is for exciting the field poles 22a and 22b, and is attached to the field iron core 31. The field core 31 is attached to the rear plate 32 by bolts (not shown).
It is mounted and fixed to the field pole 22a, facing the field pole 22a with a slight gap a in the axial direction, and facing the field pole 22b through a slight gap a.
are opposed to each other in the radial direction with a slight gap b interposed therebetween. In this embodiment, the excitation winding 23 is provided on the fixed side and the current collection ring is omitted, but since the current flowing through the excitation winding 23 is much smaller than the current in the armature winding 25, the current collection ring is omitted. Also, electricity may be applied through a brush. The armature core 24 is made of laminated silicon steel plates, and its inner periphery is provided with a number of grooves in which the armature windings 25 are accommodated. The armature winding 25 is a three-phase distributed winding like a normal commutatorless motor. The appearance of the armature core 24 and armature winding 25 is shown in a perspective view in FIG. The armature core 24 is fitted into the fixed frame 33, aligned with the fixed frame 33 by a key (not shown), and prevented from rotating. A spacer 35 is a spring ring 34 for fixing the armature core 24 to the fixed frame 33 in the axial direction, and a bolt 36 is used to attach and fix the fixed frame 33 to the rear plate 32. The rear plate 32 is attached to an engine body (not shown). The crank angle detector 26 serves as a signal source for operating an armature current switching circuit 49, which will be described later, and here an oscillation type proximity switch is used. The proximity switch is attached to the rear plate 32 so that its detection end faces the circumferential line on which the notch 30 of the field pole 22a is provided, and the proximity switch The oscillation conditions change due to the change in inductance, and a binary signal of "1" or "0" corresponding to the crank angle (field pole position) is output. Armature winding 2
5 is three-phase, three crank angle detectors 26 are installed. Reference numeral 37 denotes a clutch that connects and disconnects power transmission between the crankshaft 28 and the transmission drive shaft 38, and here includes a clutch disk 39, a pressure plate 40, a diaphragm spring (disc spring) 41, wiring rings 42, 43, and a clutch. A diaphragm spring clutch consisting of a cover 44 is used, and the clutch cover 44 is connected to the field pole 22a, which also serves as a flywheel, by a bolt 45.
installed on. As is well known, when the clutch pedal (not shown) is not depressed, the tension of the diaphragm spring 41 is applied to the clutch disc 39 via the pressure plate 40 by lever action, and the tension is applied to the clutch disc 39 mounted on the transmission drive shaft 38. The clutch disk 39 that has been connected to the field pole 22
Crimp the side of a to connect the clutch. When the clutch pedal is depressed, a sleeve (not shown) slides in the axial direction and pushes the center part of the diaphragm spring 41 in the direction of arrow C. Therefore, the diaphragm spring 41 is moved by the wiring ring 42,
43 as a fulcrum, turn the clutch disk 39
The pressure applied to the clutch is released, the clutch is in a disengaged state, and power transmission between the crankshaft 28 and the transmission drive shaft 38 is cut off. In this way, the rotating field pole 22a of the starter/charging device main body is directly connected to the crankshaft of the engine, and the clutch 37 connects and connects the rotating field pole 22a between the crankshaft and the transmission drive shaft.
By using the starter/charging device main body 21 and the clutch 37 as a carrier, it is possible to integrate the starter/charging device main body 21 and the clutch 37 into a compact part of the power transmission system of the engine.

FIG. 5 shows the overall circuit configuration. 46 is a battery, 47 is a key switch, d is an ignition side contact, and e is a start side contact. 48 is an excitation current control circuit that controls the current flowing through the excitation winding 23;
The device detects the terminal voltage of and controls the excitation current so as to maintain the voltage value at a predetermined value. In the starting state, a large current flows, so the terminal voltage of the battery 46 is low, and the excitation current remains constant at maximum, so the motor has a shunt characteristic. However, depending on the load requirements, the battery 46 may change. The excitation current may be changed depending on the terminal voltage, and the excitation current may be changed from the battery 46 to the armature winding 2 via the start side contact e of the key switch and the armature current switching circuit 49.
By also detecting the current flowing to the motor 5 and controlling the excitation current accordingly, the motor can be given compound winding or series winding characteristics. 50-5
Reference numeral 5 denotes a diode constituting a three-phase full-wave rectifier circuit connected to the armature winding 25 in order to convert the generator output voltage into direct current and extract it after the engine is started.

The configurations of the armature winding 25 and the crank angle detector 26 have been described above, but next, the relationship between these and the armature current switching circuit 49 and the configuration of the armature current switching circuit 49 will be explained with reference to FIG. do.

The input side of the armature current switching circuit 49 shown in FIG. 6 is connected to the start side contact e of the key switch 47, and the Zener diode 56 is
Together with this, a constant voltage is created during starting. 58-63
are current switching transistors, and in the figure they are each 1
However, a plurality of transistors connected in a Darlington connection may be used. 5
The branch points between the pairs of transistors 8 and 59, 60 and 61, and 62 and 63 are connected to the armature winding 2, respectively.
It is connected to the U, V, and W phase terminals of 5. 64
Comparators 69 to 69 compare the outputs of the crank angle detectors 26 for the U, V, and W phases with set voltages to generate signals for turning on and off the transistors 58 to 63. 70 to 81 divide the constant voltage created by the Zener diode 56 to the comparator 6.
This is a resistor that applies a set voltage to 4 to 69.

Each of the comparators 64, 66, and 68 has the output voltage of the crank angle detector applied to its input terminal, and
The output voltage of the crank angle detector is applied to the +input terminal of each comparator 5, 67, and 69. As a result, each pair of transistors 58 and 59, 60 and 61, and 62 and 63 operate complementary to each other. Here, "complementary" means that the transistors in each pair are not turned on at the same time, and there may be a slight period in which they are turned off at the same time.

In this armature current switching circuit, for example, transistors 58, 61, and 63 are turned on and transistors 59, 60, and 62 are turned off, so that the current supplied from the battery 46 is transferred to the U of the armature winding 25.
The current flows from the phase terminal to the V-phase and W-phase terminals, and in the next period, transistors 58, 60, and 63 are turned on, and transistors 59, 61, and 62 are turned off, so that the current flows from the U-phase and V-phase terminals of the armature winding 25. Current flows to the W-phase terminal, and in the next period, transistor 5
9, 60, 63 are on, transistors 58, 6
1 and 62 are turned off and current flows from the V-phase terminal of the armature winding 25 to the U-phase and W-phase terminals, the armature winding 25 is turned off in response to the output signal of the crank angle detector 26. The magnetic field created by the armature winding 25 changes the direction of the current flowing to the rotating field pole 22.
The rotating magnetic field is made to always have a constant phase difference (π/2) with respect to the magnetic fields caused by a and 22b. This is similar to a normal commutatorless motor. U,
The crank angle detectors 26 for each of the V and W phases are arranged opposite the rotating field pole 22a so that their respective outputs change periodically in a predetermined order necessary for switching the armature current. In this example, a proximity switch is used as the crank angle detector.
It goes without saying that similar effects can be obtained even if the crank angle is detected using other sensors such as a photoelectric element or a magnetically sensitive element.

Returning to FIG. 5, when the key switch 47 is set to the start position with the engine currently stopped, the excitation winding 23 and armature winding 25
A current flows through the rotating field poles 22a,
Torque is generated in 22b, and the crankshaft 2 is directly connected.
Rotate 8. When the field poles 22a and 22b begin to rotate, the crank angle detector 26 detects the field pole position and switches the armature current so that the speed of the rotating magnetic field created by the armature winding 25 becomes the same as the rotation speed of the field poles. Since the circuit 49 is activated, the field poles 22a,
22b obtains torque and further accelerates. Since a strong starting torque is obtained by such a positive feedback effect, the engine can be started in a short time by direct drive. When the engine starts, the rotational speed of the field pole further increases, and therefore the counter electromotive force generated in the armature winding 25 increases, so that no unnecessary starting current flows. After starting the engine, when the key switch 47 is placed in the ignition position, the starting/charging device main body 21 operates as an AC synchronous generator and can efficiently generate electricity. The generated power is converted into direct current by diodes 50 to 55 and supplied to the battery 46 and electrical components in the vehicle.

FIG. 7 is a circuit diagram showing another embodiment of the present invention. In this embodiment, the start side contact of the key switch 47 is eliminated and a clutch switch 82 is newly provided, and other than that, the configuration is the same as the previous embodiment. Clutch switch 82 is a clutch pedal (not shown) that operates clutch 37 in FIG.
The armature current switching circuit 49 and battery 4
It is configured to open and close a circuit connecting 6 and 6.

When the engine is stopped and the key switch 47 is set to the ignition position and the clutch pedal is depressed, the contact of the clutch switch 82 closes and current flows through this contact to the armature current switching circuit 49, so that the field poles 22a and 22b are Rotate to start the engine. After starting the engine, the transmission (not shown) is placed in the neutral position, the clutch pedal is released, and the engine is warmed up. According to this configuration, when the clutch pedal is depressed, that is, when the clutch 37 is in the disconnected state, the armature current switching circuit 49 is connected to the battery 46, and when the engine attempts to stop, the armature current switching circuit 49 is connected to the battery 46. The current switching circuit 49 operates and the field poles 22a, 22
Since the starting torque is generated at b, engine stall will not occur. If the transmission is not in the neutral position and you stop the vehicle without pressing the clutch pedal, the engine will stall, but even in this case, the engine will start as soon as you press the clutch pedal, so you can just press the accelerator pedal and start the car. Therefore, it can be said that there is no stalling in practical terms.

As explained above, the engine starting charging device according to the present invention has a configuration in which the charging generator/starting motor is directly connected to the crankshaft of the engine for operation, so the starting time is shorter than that of the conventional example using the inertia starting method.
Furthermore, since there is no energy loss due to slippage of the starting clutch unlike in the prior art, the starting power can be reduced and the fuel efficiency of the engine can therefore be improved. Furthermore, by eliminating the starting clutch, the entire device can be made smaller and simpler, and since this device does not have parts that are prone to wear such as a commutator or friction plate, it is highly durable and can withstand frequent starts. I can endure it. In addition, if the switch connecting the armature current switching circuit and the battery is connected to the clutch pedal of the vehicle as in the embodiment shown in FIG. This has the effect of being able to start the engine and practically eliminating engine stalls.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram of an engine starting charging device using a conventional inertia starting method, Fig. 2 is a sectional side view of a main part showing an embodiment of the present invention, and Fig. 3 is a rotating field pole shown in Fig. 2. 4 is a perspective view of the armature, FIG. 5 is an overall circuit diagram of an embodiment of the present invention, and FIG. 6 is a detailed diagram of the armature current switching circuit in FIG.
FIG. 7 is an overall circuit diagram of another embodiment of the present invention. 21...Starting and charging device main body, 22a, 22b
... Rotating field pole, 23 ... Excitation winding, 24 ... Armature core, 25 ... Armature winding, 26 ... Crank angle detector, 28 ... Crank shaft, 29 ... Rotating field pole mounting bolt , 30...Crank angle detection notch, 31...Field iron core, 37...Clutch, 38...Transmission drive shaft, 46...Battery,
47...key switch, 48...excitation current control circuit, 49...armature current switching circuit, 50-55...
...Diode that constitutes the rectifier circuit, 82...Clutch switch.

Claims (1)

[Scope of Claims] 1. A rotating field pole attached to the crankshaft of the engine, an excitation winding for exciting it, an armature core fixed to the engine body, and an armature winding wound around it. and a crank angle detector, the armature winding has a certain position relative to the magnetic field of the rotating field pole when the starting and charging device main body is operated as a starting motor. an armature current switching circuit that switches the direction of current flowing through the armature winding according to the output signal of the crank angle detector so as to form a rotating magnetic field with a phase difference;
a switch for connecting the armature current switching circuit to the battery when the engine is started; an excitation current control circuit that controls the current flowing through the excitation winding; An engine starting charging device which is combined with a rectifier circuit connected to the armature winding for changing and taking out the engine. 2. The switch closes the circuit connecting the armature current switching circuit and the battery when the clutch that connects the engine crankshaft and the transmission drive shaft is disconnected, and opens the circuit when the clutch is connected. The engine starting charging device according to claim 1, characterized in that it is a clutch switch that opens and closes in conjunction with a pedal. 3. The engine starting charging device according to claim 1, wherein the rotating field pole also serves as a carrier for a clutch that connects and connects the crankshaft of the engine and the transmission drive shaft.