JPS63198562A - Engine starter/charger - Google Patents

Abstract

PURPOSE:To suppress a temperature rise by engaging an armature core and a field core with a bracket, mounting an engine block, and providing a coolant passage connected to the coolant circulating passage of an engine. CONSTITUTION:A coolant circulating passage 32 for an engine is formed in an engine block 31, and a bracket 34 is secured through a sealing gasket 33. The bracket 34 is formed of a member having good thermal conductivity, and in fitted with an armature core 4 and a field core 11. An armature core side coolant passage 36 is formed near the core 4 at the bracket 34, and a coolant passage 37 is formed near the core 11. The passage 32 for the engine is connected to the passages 36, 37. Thus, the coolants fed from inlets 38, 39 flow to the passages 36, 37 to cool the cores 4, 11, respectively.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Applications] The present invention relates to an engine starting and charging device that enables effective cooling of armature windings and field windings.

[Conventional technology]

FIG. 7 is a sectional view of a conventional engine starting charging device disclosed in Japanese Patent Publication No. 61-54949.

In FIG. 7, the starting/charging device main body 1 includes rotating field poles 2a, 2b, field winding s3, armature core 4, and electric machine pre-winding!
s5 and crank angle detection Wi6 as the main elements.

A pair of rotating field poles 2a and 2b have a comb shape made of a ferromagnetic material, and are integrally connected via a ring 7 of a non-magnetic material so that their magnetic pole parts are positioned alternately in the circumferential direction. ing.

In addition, the rotating field pole 2a also serves as a flywheel,
It is fitted onto the crankshaft 8 of the engine and is firmly attached to the shaft end of the crankshaft 8 with a bolt 9.

A notch 10 is formed on the side of the rotating field pole 2a, which is used in conjunction with the crank angle detector 6 to detect the crank angle. This notch 10 is the rotating field pole 2
The same number as a is provided at equal intervals on the circumference.

The width of the notch @10 in the circumferential direction is about half of the value divided by the number of notches in 360 degrees.

The rotating field poles 2a and 2b are excited by a field winding 4413. This field winding $3 is attached to the field core 11.

This field core 11 is fixed to the rear plate 12 by bolts (not shown), and faces the rotating field pole 2a with a slight gap a in the axial direction, and faces the rotating field pole 2b with a slight gap a in between. They are facing each other.

The field winding II3 is provided on the stationary side and the current collector ring is omitted; however, since the current flowing through the field winding s3 is much smaller than the current in the electric machine pre-winding II5, the current flows through the current collector ring and the brush. It can also be energized.

The armature core 4 is made of laminated silicon steel plates, and has a number of grooves in its inner periphery in which the armature windings 5 are accommodated.

The electric machine pre-winding Ii5 is a three-phase distributed winding like a normal commutatorless motor.

The armature core 4 is fitted into the fixed frame 13, aligned with the fixed frame 13 by a key (not shown), and prevented from rotating. At this time, the armature core 4 is fixed to the fixed frame 13 in the axial direction by the spacer 14 via the spring ring 1'5.

Further, the fixed frame 13 is attached to the rear plate 12 by bolts 16. The rear plate 12 is attached to an engine body (not shown).

On the other hand, the above crank angle detection I! ! 6 is a signal source for operating the armature current switching circuit, and here, 3, a transmitting type proximity switch is used.

This proximity switch is attached to the rear plate 12 so that its detection pair faces on the circumferential line where the notch 10 of the rotating field pole 2a is provided, and the notch part of the rotating field pole 2a and the non-notch part are attached to the rear plate 12. The oscillation conditions change due to a change in inductance in the crankshaft, and a binary signal of "1" or "0" corresponding to the crank angle (electromagnetic pole position) is output. When the armature winding 5 has three phases, the crank angle detection ring 6 has three phases.
are installed.

The clutch 17 connects and disconnects power transmission between the crankshaft 8 and the transmission drive shaft 18, and this clutch 17 is connected to a clutch disc 19, a pressure plate 20,
, a diaphragm, a spring, and a clutch consisting of a diaphragm spring (disc spring) 21, wiring rings 22, 23, and a clutch cover 24 are used.

The clutch cover 24 is attached by bolts 25 to the rotating field pole 2a which also serves as a flywheel.

Next, the operation at startup will be explained. When the key switch (not shown) is set to the start position while the engine is starting, current flows from the battery (not shown) to the field winding 3 and armature winding 5, which causes the rotating field pole 2a to ,2
Torque is generated at b, which rotates the crankshaft 8 directly connected to it.

When the rotating field pole starts to rotate, the crank angle detector 6 detects the rotating field pole position and switches the armature current so that the speed of the rotating magnetic field created by the armature winding 5 becomes the same as the rotation speed of the rotating field pole. The rotating field pole 2 is activated by operating the opening ls (not shown).
A and 2b obtain torque and further accelerate.

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.

Next, after starting the engine, when the key switch is placed in the ignition position, the starting/charging device 1 operates as an alternating current generator, and the generated power is converted to direct current by a diode (not shown) and is used to power the battery and vehicle. Supplies electrical equipment inside.

Furthermore, as is well known, when the clutch pedal (not shown) is not depressed, the clutch 17 is operated by applying the tension of the diaphragm spring 21 to the clutch disc 19 via the pressure plate 20 due to the lever action, and the transmission is activated. The clutch disc 19 mounted on the drive shaft 18 is pressed against the side surface of the rotating field pole 2a to bring the clutch 17 into a connected state.

Furthermore, when the clutch pedal is depressed, a sleeve (not shown) slides in the axial direction and presses the center portion of the diaphragm spring 21 in the direction of arrow C, and the diaphragm spring 21 is reversed with the wiring ring 22° 23 as a fulcrum. The pressure applied to the clutch disc 19 is released, the clutch 17 is placed in a disconnected state, and power transmission between the crankshaft 8 and the transmission drive shaft 18 is cut off.

In this way, the rotating field pole 2a of the main body of the starting/charging device is directly connected to the crankshaft of the engine, and furthermore, this rotating field $1i
2a is also used as a carrier for a clutch 17 that connects and disconnects between the crankshaft 8 and the transmission drive shaft 18, thereby integrating the starting/charging device main body 1 and the clutch 17.

[Problem that the invention seeks to solve]

In the above-mentioned conventional engine starting charging device, the entire device is hermetically sealed, and a large amount of frictional heat generated by opening and closing the clutch disc 19 of the clutch 17 and the electric machine flat winding'/a5
The atmospheric temperature in the sealed room becomes extremely high due to resistance loss heat generated from the large current flowing through the field winding 3 and the current flowing through the field winding 3.

However, there is no cooling means such as a cooling fan, and even if a cooling means is installed, the cooling effect is low in a closed room, so the temperature of each part rises significantly, and the quality is poor in terms of heat resistance. In terms of performance, the current in the field winding 3 decreases, making it impossible to obtain the desired starting torque or output current.

This invention was made to solve these problems.1: It is possible to effectively cool the iron winding and field winding, suppress temperature rise, and improve quality without using expensive heat-resistant materials. Stabilization and can stabilize the field winding current,
An object of the present invention is to obtain an engine starting/charging device that can obtain a desired starting torque or output current.

[Means for solving problems]

The engine starting/charging device according to the present invention includes a bracket having good thermal conductivity in which an armature core and a field core are fitted together, and a bracket provided near the armature core and field core in the bracket to which the armature core and the field core are fitted. A coolant passage communicating with the coolant circulation system is provided.

[For production]

In this invention, the coolant on the outbound side of the engine coolant circulation system flows into the coolant passage to cool the vicinity of the armature core and the field core, and then returns to the return path of the engine coolant circulation system. Return to the side.

〔Example〕

Embodiments of the engine starting/charging device of the present invention will be described below with reference to the drawings. FIG. 1 is a sectional view showing the configuration of one embodiment, and FIG. 2 is a sectional view of the armature core and field core side as seen from the engine block side. In FIGS. 1 and 2, when describing the configuration, the same parts as those in FIG. 7 are given the same reference numerals to avoid redundant explanation, and the parts different from those in FIG. 7 will be mainly described.

In the embodiments shown in FIGS. 1 and 2, the following parts are newly added to the configuration shown in FIG. 7. That is, 31 is an engine block.

This engine block 31 has an engine coolant circulation path 32 formed therein. This coolant circulation system @32 communicates with a radiator (not shown).

A bracket 34 is fixed to the engine block 31 with bolts 35 via a sealing gasket 33. The bracket 34 is made of a member with good thermal conductivity, for example,
It is made of aluminum etc.

The armature core 4 and the field core 11 are attached to this bracket 34.
are fitted. In the bracket 34, an armature core side coolant passage 36 is formed near the armature core 4, and a field core side coolant passage 37 is also formed near the field core 11.

The cooling am ring system passage 3 of the engine is connected to the armature core side coolant passage 36 and the field iron core side coolant passage 37, respectively.
Inlet ports 38 and 39 are provided in the engine block 31 so that the ports 2 and 2 communicate with each other.

That is, the engine coolant circulation path 32 communicates with the armature core side coolant path 36 through the inlet 38, and similarly, the engine coolant circulation path 32 communicates with the field core side coolant path 36 through the inlet 39. A cooling liquid passage 37 is in communication with the cooling liquid passage 37 .

Furthermore, as is clear from FIG. 2, the bracket 34 is provided with a discharge joint 40, and a discharge tube 41 is connected to this discharge joint 40, and this discharge tube 41 is connected to the discharge joint 40 through a discharge port 40m. and is connected to a radiator (not shown).

Furthermore, as is clear from FIG. 1, in the bracket 34, a good thermal conductor or a heat pipe 42 (in the following explanation,
(described as a heat pipe) are bridged to transmit heat from the field core 11 to the coolant in the field core side coolant passage 37 with high efficiency.

Armature core side coolant passage 36, field core side coolant passage $3
7 are each provided with fins 43 and 44,
These fins 43 and 44 improve the heat dissipation effect.

Next, the operation of this embodiment will be explained. Engine starting, charging, and clutch operation are as described in Fig. 7, and their explanation is omitted here.
4. The cooling effect of the field core 31 will be described.

The coolant filled in the engine coolant circulation line 32 that connects the radiator and the engine block 31 is circulated between the radiator and the engine block 31, and the outgoing coolant of the engine coolant circulation line 32 is at the inlet. 38 and 39 to the armature core side coolant passage 36 and the field core side coolant passage 37, which are adjacent to the armature core 4 and the field core 11. The coolant flows through a field core side coolant passage 37 adjacent to 11.

That is, as is clear from FIG. 2, the armature core side coolant passage 36 and the field core side coolant passage 37 are each configured independently, and the coolant flowing in from the inlet 38 is the armature core side coolant. It flows through the passage 36 in the direction of the arrow A1 and absorbs the heat generated by the electric machine 1000-volume II 5 via the armature core 4.

Similarly, from the inlet 39 to the field core side coolant passage 37
The coolant flowing into the field core 11 flows in the direction of arrow A2.
The heat generated by the field winding 3 is absorbed through the field winding 3.

At this time, the heat of the field winding 3 is passed through the field core side coolant through the field core 11 by the heat pipe 42! It is transmitted to the coolant of l537.

The armature core side coolant passage 36 that has absorbed heat in this way,
The coolants in the field core side coolant passages 37 join together at a discharge outlet 40, and then return through the discharge tube 41 to the return side of the engine coolant circulation path 32, where they flow in the direction of the radiator.

FIG. 3 is a sectional view corresponding to FIG. 2 of a second embodiment of the invention. In FIG. 3, the discharge joint 40 and discharge tube 41 in FIG. The coolant is returned to the return side of the engine coolant circulation path 32. Other configurations, operations, and effects are the same as those of the first embodiment.

FIG. 4 is a sectional view corresponding to FIG. 2 of a third embodiment of the invention. In FIG. 4, the armature core side coolant passage 36 and the field iron core side coolant passage 37 are not separated from each other as shown in FIG. 2, but are shared.

That is, a common coolant passage 47 is provided in the bracket 34 from an inlet 46 connected to the coolant circulation system path 32 of the engine, and the coolant flowing into the common coolant passage 46 cools the armature core 4 and the field core 11. Via'f4 machine Tetsuko 91
5. Commonly cool the field winding 3 and discharge the winding 40.
Through the exhaust tube 41, the engine coolant circulation line 3
I am trying to return to the return route of 2.

FIG. 5 is a sectional view corresponding to FIG. 2 of the fourth embodiment of the present invention, and in this FIG. 5, the end of the field core side coolant passage 37 and the armature core The end portion of the side coolant passage 36 is communicated with the armature core side coolant passage $36 to the discharge joint 41.

By doing this, the field core side coolant passage 37
From the inlet 39 provided in the engine coolant circulation system 32
The outgoing coolant flows in the direction of arrow A3 to cool the field core 11, and flows in the direction of arrow A4 to enter the armature core side coolant passage 36 to cool the armature core 4.

Furthermore, the coolant that has passed through this armature core side coolant passage 36 advances in the direction of arrow A5, passes through a discharge point 40 and a discharge chineve 41, and flows to the return side of the engine's coolant circulation system passage 32.

FIG. 6 is a sectional view corresponding to FIG. 2 of a fifth embodiment of the present invention. In the case of FIG. 6, an inlet 39 is provided on the side of the field core side coolant passage 37, and the cooling water from the outgoing side of the engine coolant circulation system path 32 that enters through the inlet 39 is directed to the arrow A6. ．． As shown by A7, the flow is divided to the left and right, and is merged at a communication portion 48 formed on the opposite side of the inlet 39.

This communication portion 48 communicates with the field core side coolant passage 36, and this field core side coolant passage 36 communicates with the discharge joint 40.

Therefore, the coolant that has merged in the communication portion 48 returns to the field core side coolant passage 36 as indicated by the arrow A8. After branching to the left and right as shown by A9, the flow merges at the exhaust joint 40, passes through the exhaust tube 41, and flows into the engine coolant circulation path 32.
I am trying to return to the return route side.

〔Effect of the invention〕

As explained above, this invention involves fitting an armature core and a field core into a bracket with good thermal conductivity, attaching this bracket to an engine block, and attaching the bracket to an engine coolant circulation path formed in the engine block. A communicating coolant passage is provided to circulate the engine coolant and cool the field winding and armature winding via the field core and armature core. The magnetic windings can be effectively cooled, temperature increases can be suppressed, and quality can be stabilized without using expensive heat-resistant materials.

Further, the current in the field winding is stabilized, and a desired starting torque or output current can be obtained.

[Brief explanation of the drawing]

FIG. 1 is a cross-sectional view of an embodiment of the engine starting and charging device of the present invention, and FIG. 2 is a cross-sectional view of the armature core and field core side of the same embodiment as seen from the engine block side.
3 to 6 are sectional views of the armature core and field core side portions of the second to fifth embodiments of the engine starting/charging device of the present invention, respectively, as seen from the engine block side, and FIG. is a sectional view of a conventional engine starting charging device. 1...Starting/charging device main body, 2m, 2b...Rotating field pole, 3...Field winding, 4...Armature core, 5...
・Armature winding, 6... Crank angle detection sound, 8...
Crankshaft, 10... Notch, 11... Field core,
17...Clutch, 31...Engine block, 3
2... Engine coolant circulation system path, 34... Bracket, 36... Armature core side coolant passage, 37...
Field core side coolant passage, 38, 39.46... inlet. Note that the same reference numerals in the figures indicate the same or corresponding parts.

Claims (7)

[Claims] (1) A rotating field pole attached to the engine crankshaft, a field winding that excites the rotating field pole and is wound around a field core, an armature core, and an armature winding that is wound around the field core. When starting the engine, the field winding and armature winding are excited by electricity from the battery, and the rotating field pole generates torque, which rotates the crankshaft and starts the engine. A starting/charging device main body that starts the engine and operates as a generator to charge the battery after the engine is started; an engine block having an inflow passage and a discharge passage communicating with a coolant circulation path of the engine; and the armature. The iron core and the field iron core are fitted together, and the engine coolant circulating in the engine coolant circulation system is introduced into the vicinity of the armature winding and the field winding from the inflow passage and the discharge passage. An engine starting/charging device comprising a bracket made of a material with good heat conduction and having a coolant passage formed so as to return from the engine to the return side of the coolant circulation path of the engine. (2) The coolant passages each have an inlet that communicates with the coolant circulation system of the engine, and are provided in the bracket independently on the armature core side and the field core side. An engine starting and charging device according to scope 1. (3) Starting and charging the engine according to claim 2, wherein the respective independent cooling passages return the coolant directly from a common discharge port to the return path side of the coolant circulation path of the engine. Device. (4) The end of the coolant passage on the field core side and the end of the coolant passage on the armature core side, which are independent from each other, communicate with each other, and the outgoing route of the engine coolant circulation system from the inlet provided in the coolant passage on the field core side. 3. The engine starting and charging device according to claim 2, wherein the cooling fluid in the field core side cooling fluid passage is guided to the armature core side cooling fluid passage. (5) In the field core side coolant passage, the coolant on the outgoing side of the engine coolant circulation system that flows in from the inlet is divided to the left and right, and then merged to the left and right in the armature core side coolant passage. 3. The engine starting/charging device according to claim 2, wherein the coolant is separated and rejoined, and then returned to the return side of the coolant circulation path of the engine. (6) The coolant in the field core side coolant passage absorbs heat from the field core via a heat pipe. Claims 2, 3, 4, or 5. The engine starting and charging device described in Section 1. (7) The engine starting/charging device according to claim 1, wherein the cooling passage is formed in common on the bracket without being separated on the armature core side and the field core side.