JPS62294715A - Rotating machinery cooling apparatus for vehicle - Google Patents

Abstract

PURPOSE:To cool a rotating machinery efficiently by providing a valve, which is open/close controlled in response to the conditions of the rotating machinery, in a rotating machinery cooling pipe which communicates the interior of the rotating machinery such as a starter motor or the like arranged inside an engine room with the intake side of an engine. CONSTITUTION:In the vicinity of a brush 34 and on the D.C. motor 26 side surface of a starter 24, an introducing port 50 of cooling air is provided so as to be perpendicular thereto, and on the same side surface and on the opposite side of the brush 34 an air outlet port 52 is provided. The introducing port 50 and the air outlet port 52 are connected to an intake pipe on the downstream side of an air flowmeter 22 and on the upstream side of a throttle valve 20 via a pipe 56, and to that on the intake side of an engine via a pipe 54 respectively. In the air outlet port of the pipe 54, a valve body 58 which opens or closes said port is provided, and the valve body 58 is driven by an actuator 60. A control circuit 61, when a start switch 64 is turned ON, opens the valve body 58 via the actuator 60.

Description

Detailed Description of the Invention 3. Detailed Description of the Invention (Field of Industrial Application) The present invention relates to a device for cooling a rotating machine placed in an engine room.

(Background of the Invention) Regarding cooling devices, Japanese Patent Application Laid-Open No. 103255/1983 is known.

By the way, in vehicles, rotating machines such as starter motors that are placed in the engine compartment and handle large currents generate an extremely large amount of heat. It is desired to prevent burnout.

Conventionally, a proposal has been made to wrap a pipe around the housing of such a rotating machine and to flow cooling water into the pipe.

However, the proposed device of this type requires a pipe for flowing cooling water, which leads to an increase in the size of the device, and also requires water leakage treatment, which increases the manufacturing cost of the device.

For this reason, a device has been proposed in which a fan is attached to the rotating shaft of such a rotating machine and the fan generates cooling air for the rotating machine.

However, the proposed device had problems in that the efficiency of the rotating machine decreased due to fan loss, and the rotating machine became larger due to an increase in shaft output.

(Object of the Invention) The present invention has been made in view of the above-mentioned problems, and its purpose is to provide sufficient forced air cooling to the rotating machine located in the engine room without reducing its efficiency or increasing its size. The object of the present invention is to provide a cooling device that can perform the following steps.

(Summary of the Invention) In order to achieve the above object, the present invention provides a rotating machine cooling pipe that communicates the inside of a rotating machine arranged in an engine room with an intake side of the engine, and a valve that opens and closes the rotating machine cooling pipe. , a state detector that detects the state of the rotating machine (for example, on/off of the rotating machine, temperature two rotation duration time, etc.), and a valve controller that controls the valve according to the detected state. .

(Embodiments of the Invention) Hereinafter, preferred embodiments of the apparatus according to the present invention will be described based on the drawings.

In FIG. 1, fuel is injected into an engine 10 from an injector (not shown), and the fuel injection is electronically controlled.

During the intake stroke of the engine 10, the piston 12 is driven downward, the intake valve 14 is opened, and the air is purified by the air cleaner 16 and sucked into the cylinder 18.

The amount of intake air is adjusted by a throttle valve 20 and detected by an air flow meter 22.

An amount of fuel roughly corresponding to the detected amount of engine intake air is injected into the cylinder 18, thereby adjusting the output of the engine 10 according to the opening degree of the throttle valve 20.

The engine 10 described above has the starter 24 at the time of starting.
The engine is driven by a direct current motor 26 in the starter 24.

The DC motor 26 is composed of a stator 28, a 30° rotor, a commutator 32, and brushes 34, and a magnet 38 is provided inside the yoke 36 facing the rotor 30.

Note that the brush 34 is held by a brush holder 40.

The engine driving force obtained by the above DC motor 26 is
2 to the pinion 44 provided in the planetary gear type reduction gear 4
6.

At this time, the pinion 44 is moved by the electromagnetic clutch 47 via the movable cylinder 48 and engaged with a ring gear (not shown), and the engine crankshaft is driven via this.

In order to protect the starter 24 from heating due to continuous cranking over a long period of time, forced air cooling is performed as follows.

A cooling air inlet 50 is provided perpendicularly to the side of the DC mower 26 near the brush 34, and an exhaust port 52 is provided on the opposite side of the brush 34.

The exhaust port 52 is connected to the engine 1 through a pipe 54.
Therefore, the device of this embodiment can introduce the intake air into the DC motor 26 of the starter 24 when the engine 10 is started. □ Also, one end of a pipe 52 is connected to the inlet 50 of the DC motor 26, and the other end is connected to the downstream side of the air flow meter 22 and the upstream side of the throttle valve 20.

Therefore, when the engine is started with the throttle valve 20 closed, clean air is introduced into the DC motor 26 by the air cleaner 16, bypassing the throttle valve 20.

Further, a valve body 58 is provided at the exhaust port of a pipe 54 through which engine intake air that has cooled the DC motor 26 flows, and the valve body 58 is driven by an actuator 60 to open and close the pipe.

The actuator 60 is controlled by a control circuit 61, and a start switch 64 is connected to the control circuit 61, which is turned on when the engine 10 is started by key operation.

Further, an on-vehicle battery 68 is connected to the control circuit 61.

FIG. 2 shows the circuit configuration of the control circuit 61, in which a start switch 64 is connected in series to the coil 60a of the actuator 60.

Therefore, when starting the engine (start switch 64 is ON)
, the coil 60a of the actuator 60 is energized by the vehicle battery 68 via the start switch 64.

As a result, the exhaust port of the pipe 54 is opened by the valve body 60, and engine intake air for cooling is introduced into the DC motor 26.

In addition, in order to start the engine 10, the start switch 6 is pressed.
4 is turned on, the coil 7 of the magnetic switch 76
6a and 76b are energized, contact 76C176d is short-circuited, and the starter 24 is connected from the vehicle battery 68 through them.
A drive current is supplied to the DC motor 26 of.

In this embodiment, when starting the engine 10, the starter 2
4 (that is, the DC motor 26 used as its drive source) is O
When the engine is in the N state, the outlet of the pipe 54 is opened.

At this time, the throttle valve 20 is closed, and therefore the DC motor 26 is cooled by the engine intake air.

Next, FIGS. 3 and 4 regarding the second embodiment.

This will be explained based on FIG. Note that the same parts as those in the first embodiment are given the same reference numerals and the description thereof will be omitted.

In FIG. 3, actuator 60 is connected to control circuit 62.
The control circuit 62 includes a start switch 64 that is turned on when the engine 10 is started by key operation.
is connected.

Further, a thermocouple 66 and a vehicle battery 68 are connected to the control circuit 62, and the detection tip of the thermocouple 66 is embedded in the magnetic pole 38 of the DC motor 26.

FIG. 4 shows the circuit configuration of the control circuit 62, in which the detection voltage of the thermocouple 66 is supplied to a comparator 72 via an amplifier 70.

The comparator 72 is supplied with a reference voltage Vo corresponding to the set temperature, and when the magnetic pole 38 exceeds the set temperature and the temperature inside the DC motor 26 rises, the comparator 72 obtains an ON drive signal for the power transistor 74. ing.

The coil 60a of the actuator 60 and the start switch 64 are connected in series to this power transistor 74, so that when starting the engine (the start switch 64
4 is ON> and the magnetic pole 38 is above the set temperature (when the power transistor 74 is ON>, the in-vehicle battery 68
As a result, the coil 60a of the actuator 60 is energized via the start switch 64 and the power transistor 74.

As a result, the exhaust port of the pipe 54 is opened by the valve body 60, and engine intake air for cooling is introduced into the DC motor 26.

In addition, in order to start the engine 10, the start switch 6 is pressed.
4 is turned on, the coil 7 of the magnetic switch 76
6a, 76b are energized, contacts 76C, 76d are short-circuited, and the starter 24 is connected from the vehicle battery 68 via them.
A drive current is supplied to the DC motor 26 of.

As can be understood from the operation explanatory diagram of FIG. 5, in this embodiment, when the engine 10 is started, the pipe 54 exhaust ports are opened.

At this time, the throttle valve 20 is closed, and therefore the DC motor 26 is cooled by the engine intake air.

Therefore, according to this embodiment, even if continuous cranking is performed for a long time, it is possible to effectively protect the DC motor 26 from overheating depending on the temperature thereof.

Particularly, according to this embodiment, when the temperature of the DC motor 26 has not risen and cooling is not necessary, the exhaust port of the pipe 54 is closed by the valve body 58, and a large amount of air is therefore pumped into the DC motor 26. It is not drawn into the engine 10 from the side.

As a result, the stability of the engine 10 is maintained during initial explosion and complete explosion when the engine is started.

Next, a third embodiment will be described based on FIGS. 6, 7, and 8. Note that the same parts as in the first embodiment are given the same reference numerals, and the description thereof will be omitted.

In FIG. 6, the actuator 60 is a control circuit 63.
The terminal voltage of the electromagnetic clutch 47 and the start switch 64, which are turned on when the engine 10 is started by key operation, are connected to the control circuit 63.

Further, an on-vehicle battery 68 is connected to the control circuit 63, and the DC motor 2 is connected to the terminal voltage of the electromagnetic clutch 47.
6 drive times are detected.

FIG. 7 shows the circuit configuration of the control circuit 63, which includes a timer 73 that continues the drive time of the DC motor 26 when the start switch 64 is turned on.

The timer 73 has a reference drive time set therein, and when the drive time exceeds the set time and the DC motor 26 is driven, the power transistor 74 is turned on.
A drive signal is obtained.

The coil 60a of the actuator 60 and the start switch 64 are connected in series to this power transistor 74, so that when starting the engine (the start switch 64
4 is ON> and the drive time exceeds the set value (power transistor 74 is ON), the vehicle battery 68
As a result, the coil 60'a of the actuator 60 is energized via the start switch 64 and the power transistor 74.

As a result, the exhaust port of the pipe 54 is opened by the valve body 60, and engine intake air for cooling is introduced into the DC motor 26.

In addition, in order to start the engine 10, the start switch 6 is pressed.
4 is turned on, the coil 7 of the magnetic switch 76
6a, 76b are energized, contacts 76C, 76d are short-circuited, and the starter 24 is connected from the vehicle battery 68 via them.
The drive current can be completely supplied to the DC motor 26.

As can be understood from the operation explanatory diagram of FIG. 8, in this embodiment, when the driving time of the starter 24 (that is, the DC motor 26 used as its driving source) becomes longer when the engine 10 is started, the pipe 54 is The outlet is opened.

At this time, the throttle valve 20 is closed, and therefore the DC motor 26 is cooled by the engine intake air.

Therefore, according to this embodiment, even if continuous cranking is performed for a long time, it is possible to effectively protect the DC motor 26 from heating.

According to the above three embodiments, the brush 34 that reaches the highest temperature
Since engine intake air is blown into the DC motor 26, the inside of the DC motor 26 can be effectively and sufficiently cooled without reducing its efficiency or increasing its size.

Furthermore, since the engine intake air is purified by the air cleaner 16, foreign matter will not enter the DC motor 26 and will not interfere with its operation.

When the DC motor 26 is cooled during continuous cranking, the intake air temperature of the engine 10 increases, making it easier to start the engine.

(Effects of the Invention) As explained above, according to the present invention, the inside of the rotating machine in the engine room is forcedly air cooled as necessary by introducing engine intake air, which leads to a decrease in efficiency and an increase in the size of the rotating machine. This makes it possible to sufficiently and effectively cool the rotating machine while eliminating adverse effects on engine operation.

[Brief explanation of drawings]

FIG. 1 is an overall configuration diagram of a first preferred embodiment of the device according to the present invention, FIG. 2 is an explanatory diagram of the configuration of the control circuit in FIG. 1, and FIG. 3 is an overall configuration diagram of the second embodiment. Configuration diagram, Figure 4 is the 3rd
5 is an explanatory diagram of the operation of the second embodiment, FIG. 6 is an overall configuration diagram of the third embodiment,
FIG. 7 is an explanatory diagram of the configuration of the control circuit in FIG. 6, and FIG. 8 is an explanatory diagram of the operation of the third embodiment. 10...Engine 16φ...Air cleaner 20φφ・Throttle valve 22...Air flow meter 24φ...Starter 26...DC motor 50...Inlet port 52...Exhaust port 54.56...Pipe 58・... Valve body 60 ... Actuator 61, 62, 63 ... Control circuit 64 ... Start switch 66 ... Thermocouple 68 ... Vehicle battery 73 ... Timer 76 ... Magnet switch 2nd Figure 4 Figure 5 Figure 7 Figure 8

Claims (1)

[Claims] (1) A rotating machine cooling pipe arranged in the engine room that communicates the inside of the rotating machine with the intake side of the engine, a valve that opens and closes the rotating machine cooling pipe, and a status detector that detects the state of the rotating machine. 1. A cooling device for a rotating machine for a vehicle, comprising: a valve controller that controls a valve according to a detected state.