JPH071975A - Hybrid electric power supply device for motor-driven travel vehicle - Google Patents

Abstract

PURPOSE:To secure sufficient necessary electric power in the size and weight of an engine single body by fixing a permanent magnet to the inner periphery of a fly wheel fixed in a crowned shape to the end of an engine output shaft passing penetratingly through a stator so as to form a rotor and supplying output of the power generating coil of the stator to a battery after it is rectified and added up. CONSTITUTION:An outer rotor type magnetic rotor 29 composed of a fly wheel 27 where a permanent magnet 28 is fixed inside of a cylinder part 27b is joined to the tip of a crank shaft 21 which passes penetratingly through the side wall 3a of the crank case 3 of an engine and passes penetratingly through the center of a stator. The stator is formed of an annular star shape iron core 22 formed by winding a three-phase power generating coil 24 round a projecting pole part 22b, and full wave rectification and adding-up are carried out respectively on three-phase electric power from the power generating coil 24 by a rectifier, and the whole output of the engine is supplied to a battery sewing as a travel driving source. Thereby, since a generator itself is not different so much in its size and weight from those of an engine single body, sufficient necessary electric power can be secured.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid power supply device for supplying electric power to an electric motor in an electric vehicle which is driven by driving the electric motor.

[0002]

2. Description of the Related Art In recent years, electric running vehicles that are pollution-free and noise-free and easy to operate are attracting attention and are being put into practical use.
The biggest problem of the electric traveling vehicle is that the battery that stores the electric power to be supplied to the electric motor has a large capacity and a large number of batteries must be mounted in order to extend the travelable distance with one battery charge. .

Therefore, for example, as described in Japanese Patent Application Laid-Open No. 55-157901, an electric power traveling vehicle equipped with an engine generator that automatically operates according to the state of charge of a battery and provided with a so-called hybrid power supply device has been proposed. There is.

By the way, since an engine generator used as a hybrid power source of this type requires a large output of, for example, about 5 kw or more, a field coil rotor is used as an engine driving generator having such an amount of power generation. The inner rotor type is generally used.

FIG. 1 shows an example thereof. FIG. 1 is a plan view of an engine generator 01. The engine portion of the engine generator 01 includes a crankcase 02 and the crankcase 02.
It is composed of a cylinder 03 that is inclined upward in the drawing and a flywheel 05 that is fixed to the shaft end that penetrates the side wall of the crankcase 02 to the left in FIG.

On the right side of the crankcase 02 is a generator
06 is arranged, and the generator 06 has a cylindrical shape in which a field coil rotor is coaxially connected to the crankshaft 04, and a winding type stator is arranged around the field coil rotor.

[0007]

In such a field winding type engine generator for obtaining a comparatively large output, the diameter of the rotor cannot be made too large due to consideration of overrotation strength of the rotor, etc. Since the machine 06 has a long axial length, and the rotation mass of the rotor alone does not ensure smooth engine rotation, the flywheel 05
I have no choice but to prepare.

Since the rotor has a long axial length and the flywheel 05 is required, the generator 06 becomes large and the engine generator 01 as shown in FIG.
The overall size of the product was increased, and an increase in weight was inevitable.

[0009] This does not sufficiently meet the conventional problem of the electric traveling vehicle that the power source part including the battery should be made as small and lightweight as possible to secure the original living space and load carrying space. become.

In small-engine working machines such as cultivators, there is one in which a small part of the engine output is taken out from the flywheel generator and used for night lighting.
The output to be taken out is about several tens of watts at most, and it is unlikely that this will constitute a hybrid power source of an electric vehicle.

In view of the above circumstances, the present invention is to provide a hybrid power supply device for an electric traveling vehicle that is capable of ensuring a sufficient required electric power while being substantially the size and weight of the engine alone.

[0012]

In order to achieve the above object, the present invention comprises a battery for driving an electric motor which is a traveling drive source, and an engine driven generator for supplying power to the battery. In a hybrid power supply device for an electric vehicle, the engine-driven generator is attached to a side wall of a crankcase of an engine in a state of penetrating an output shaft of the engine, and a plurality of salient pole portions radially protrudes from an annular yoke portion. A stator formed by winding at least three-phase generating coils around the salient pole portion of an annular star-shaped iron core, and a cup attached to the output shaft end of the engine penetrating the stator so as to cover the stator. The outer rotor type magnet rotor formed by fixing a plurality of permanent magnets along the inner circumference of the flywheel and the output of each of the magneto coils And a rectifying means for extracting a DC output to be supplied to the battery, and the full power of the engine so as to obtain a hybrid power supply device for an electric vehicle traveling configured to supply to the battery.

First, in an engine generator, a flywheel capped on an engine output shaft is formed into a cup shape, a permanent magnet is fixed to an inner periphery thereof to form an outer rotor type magnet rotor, and a generator coil is wound inside the outer rotor type magnet rotor. Since the stator of the annular star-shaped iron core is provided, the structure can be such that the generator is built into the conventional flywheel part, and the conventional generator as shown in FIG. The main body has been removed, and the size and weight can be greatly reduced.

Further, in addition to the above structure, since a plurality of permanent magnets are provided along the inner circumference of the outer rotor type rotor, it is possible to easily secure sufficient strength against a large centrifugal force. The outer rotor type magnet rotor has a short axial length and a large diameter to facilitate multi-poles and increase output (at least three phases), and also shortens output winding lengths when multi-poles are used. As a result, the power generation efficiency can be improved, the surface area can be increased, and heat dissipation can be improved.

Then, the outputs of the respective output windings are rectified and summed to be supplied to the main battery, and further, the engine is constructed so that all of the outputs are used for driving the generator. Despite the size and weight, it is possible to secure sufficient power for the entire system.

The DC output voltage of the engine-driven generator during no-load operation is set to be higher than the fluctuation range of the battery terminal voltage, and the battery is connected to the output side of the engine-driven generator. By configuring the engine so that it can continue to operate only when it is on, the output of the engine can be used effectively and the engine output can be used effectively even when it is used for direct battery charging.Also, the engine is always operated only with the battery connected. Therefore, it is possible to prevent the harmful effects caused by the generation of high voltage due to the no-load operation of the high-power generator.

Further, the engine is set by the governor so as to be operated at a constant speed in the vicinity of the number of revolutions of the optimum fuel consumption, so that the fuel consumption is small, the economical, the exhaust gas is small, and the battery is stable. Can be charged.

Further, a cooling fan provided in the outer rotor type magnet rotor and an air guide path for covering the entire outer rotor type magnet rotor side and guiding cooling air sucked by the cooling fan to a cylinder portion of the engine. By providing the fan cover that forms the engine, a compact engine generator cooling structure that efficiently cools the generator and the engine cylinder can be configured with the same configuration as a conventional engine alone.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention shown in FIGS. 2 to 8 will be described below. FIG. 2 is a plan view of the engine generator 1 that constitutes the hybrid power supply device of the present invention,
FIG. 3 is a side view thereof.

In the engine 2 of the engine generator 1, a cylinder 4 is provided on a crankcase 3 so as to project obliquely upward, and a carburetor 5 is connected to the left side of the cylinder 4 in FIG. An air cleaner 6 is provided on the further left side of 5.

The left side of the crankcase 3 is a fan cover 7.
This fan cover 7 reaches the left side portion of the cylinder 4, and an exhaust port (not shown) that opens toward the right side of the cylinder 4 is formed here.

The main body of the generator 20 driven by the engine 2 is a flywheel inside the fan cover 7 as described later.
It is constructed by being integrated into 27 parts (see Fig. 4). In the present embodiment, a motor generator is used as the generator 20, but the description (details will be given later) is simply a generator.
I will proceed with 20.

The engine 2 is also provided with an automatic speed governor (governor), and the base end of the governor arm 12 is fitted to the end of the governor shaft 11 protruding from the crankcase 3 so that the governor arm 12 has The governor link between the tip and the throttle lever link 14 provided on the carburetor 5.
Connected with 13.

Governor link 13 of governor arm 12
An extension portion 12a is integrally formed on the opposite side of the mounting portion,
Holes 12b and 12c are formed in the extending portion 12a at different distances from the governor shaft 11. One of these holes
A throttle spring 15 is installed between 12b and a fixed point of the crankcase 3.

The holes 12b, 12 of the throttle spring 15
By changing c, it is possible to change the urging force for the rocking of the governor arm 12 around the governor shaft 11, and thus the engine rotation speed can be changed in two steps.

The governor shaft 11 is rotated by the displacement of a governor weight (not shown) in accordance with the fluctuation of the rotational speed of the crankshaft, so that the governor arm 12 moves at a balance point against the spring force of the throttle spring 15. Swing and throttle lever link via governor link 13
Rotate 14.

Since the throttle lever link 14 is interlocked with the throttle valve, the opening / closing amount of the throttle valve is controlled according to the rotation speed, so that the rotation speed can be maintained substantially constant even if the load changes. .

Next, the structure of the generator 20 will be described with reference to FIGS. 4 and 5. The crankshaft 21 is pulled out to the left in FIG. 4 from the side wall 3a of the crankcase 3 via the bearing, and 27 salient pole portions 22 are radially formed from the annular yoke portion 22a.
An annular star-shaped iron core 22 having a protruded b is fixed to a peripheral boss portion of the crankcase side wall 3a around the crankshaft 21 by a bolt 23.

The 27 salient pole portions 22b of the annular star iron core 22 are
The three-phase generator coils 24 are sequentially wound alternately to form a stator 25. The annular star-shaped iron core 22 can take out a large output by multi-pole in this way, and can also reduce the radial dimension of the annular yoke portion 22a and the salient pole portion 22b, thus reducing the weight. be able to.

On the other hand, a forged hub 26 is fitted to the tip of the crankshaft 21 that penetrates the center of the annular star-shaped iron core 22.
A flywheel 27 that also functions as a rotor yoke is coupled to the rotor 26.

The flywheel 27 includes a disc portion 27a and a cylindrical portion formed by press-molding a high-tensile steel plate into a cup shape.
27b, the disk portion 27a is fixed to the hub 26,
The cylindrical portion 27b is attached so as to cover the outside of the salient pole portion 22b of the annular star iron core 22.

On the inner peripheral surface of the cylindrical portion 27b of the flywheel 27, 18 neodymium magnets 28 having a high magnetic force are fixedly attached in the circumferential direction, and an outer rotor type magnet rotor 29 is provided.
Are configured.

In this way, the outer rotor type magnet rotor 29
By spreading the neodymium magnet 28 on the inner peripheral surface of the cylindrical portion 27b, a sufficient mass can be secured and a function as a flywheel can be obtained. In addition, the flywheel 27 uses a high-tensile steel plate to reduce the weight compared to a conventional cast flywheel, and the neodymium magnet 28 provides a rotating mass. Therefore, the total weight of the engine generator 1 is reduced. It is possible to keep the weight within a range substantially equal to that of the conventional engine alone.

The disk portion 27a of the flywheel 27
A cooling fan 30 is attached to the. Cooling fan 30
Has a plurality of blades 30b erected on one side surface of an annular substrate 30a in the circumferential direction, and the substrate 30a is fixed to the outer surface of the disk portion 27a of the flywheel 27.

A fan cover 7 for covering the cooling fan 30
Forms an air guide path 7a extending from the side of the flywheel 27 to the cylinder 4 so that the cooling air is guided to the cylinder 4 of the engine 2.

Therefore, when the cooling fan 30 rotates integrally with the flywheel 27, air is sucked from the air inlet 7b of the fan cover 7 to cool the generator 20 portion, and the sucked air is guided to the air guide passage 7a. After cooling the cylinder 4, the air is exhausted to the outside.

FIG. 6 shows a block diagram of a hybrid power source system constructed by incorporating the engine generator 1 as described above. The main battery 40, which serves as a power source, is configured so that the vehicle-mounted charger 41 can perform a normal charging operation from an external power source via the external power source connection terminal 42.
The drive of the traveling motor is controlled by controlling the output of 40 by the inverter 43 and supplying it to the traveling motor 44.

On the other hand, the engine generator 1 is incorporated as a self-charging mechanism, and the generator 20 generates power by driving the engine 2, and the three-phase power is full-wave rectified and summed by the rectifier 45 respectively. It is configured to be supplied to the battery 40.

An overvoltage detector 50 is provided for detecting the output voltage of the generator 20 when it exceeds a predetermined voltage. When the overvoltage detector 50 detects the overvoltage, the ignition signal of the engine 2 is turned off. Is configured to stop the engine.

Further, as described above, the generator 20 is composed of a motor generator, and by reversely supplying the electric power of the main battery 40 to the generator 20 via the inverter 51 and driving it as an electric motor, It is configured so that it can function as a starter motor for starting the engine 2.

Therefore, the starting switch 46 of the inverter 51,
47 is provided, one start switch 46 is a switch that is manually turned on and off, and the other start switch is
A switch 47 is controlled to start the inverter 51 when the voltage of the main battery 40 drops below a predetermined value based on the detection voltage of the voltage detector 48 that detects the voltage of the main battery 40.

FIG. 7 shows a connection configuration example of the generator (motor generator) 20 and the main battery 40. The three transistors 62 form a three-phase inverter 51 that supplies the electric power of the main battery 40 to the generator 20, and the six diodes 61 connected in parallel with the respective transistors 62 rectify the output of the generator 20. A three-phase bridge circuit, which is summed and supplied to the main battery 40, is configured. Each transistor 62 is on / off controlled by the ECU 60.

A magnetic pole sensor 63 is provided in the generator 20 to detect the rotation timing (magnetic pole position) of the outer rotor and send a signal to the ECU 60. Based on this detection signal, the ECU 60 outputs the signal from the inverter 51. Inverter control of each transistor 62 is performed.

The output terminal of the rectifier 45 is connected to the + -terminal of the main battery 40 via the capacitor 64.

While the generator 20 is generating power, the outputs of the respective generator coils 24 are full-wave rectified and summed by the rectifier 45 and supplied to the main battery 40. Also, at the time of starting, turning on the switch 46 or 47 causes the inverter 51 to turn off the generator 20.
EC drive signal that matches the magnetic pole (magnetic pole position of the rotor)
The power supplied from the main battery 40 to the generator (= electric motor) 20 is controlled by supplying it via U60.

In particular, in the present embodiment, immediately after starting, the ON ratio of the inverter is reduced to control the voltage applied to the generator (= motor), that is, by performing a soft start, starting from the weak main battery 40. The supply current is limited so that a large current can be started without draining.

FIG. 8 shows the voltage-current characteristics of the engine generator 1.
Shown in. The solid line a is the normal voltage-current characteristic, and the broken line b.
Is the characteristic when the rotational speed temporarily rises.

The generator 20 is composed of a magnet type generator, and as shown in FIG. 8, by increasing the voltage drop with respect to the increase of the output current, when the battery is charged, the current change is caused by the fluctuation of the battery voltage. It can have few characteristics.

That is, as shown in FIG. 8, the output voltage during no-load operation (when the current is 0) is set to be higher than the fluctuation range of the terminal voltage of the battery (between the straight lines l ₁ and l ₂ ). By doing so, since the inclination of the solid line a is large, the fluctuation of the charging current is as small as ΔI ₁ with respect to the fluctuation of the battery voltage, so that the engine output can be effectively used for charging.

Although the engine speed is normally kept at a low speed (for example, 3600 RPM) by the governor mechanism, the characteristic shifts to the broken line b when the speed increases, and the charging current fluctuates somewhat (ΔI _{2 in} FIG. 8) during that period. Since the charging current changes with a positive characteristic with respect to the rotation speed, the stability of the rotation speed is good, and the load can be set near the maximum output of the engine.

Therefore, the magnet type generator 20 has an advantage that a charge control device or the like for stabilizing the current can be eliminated and the load on the engine speed control system can be reduced.

When the generator 20 is operated without load, a considerably high voltage is generated because it is a high-power generator, but in the present invention, it is always connected to the main battery 40 via the rectifier 45. Since the output voltage is regulated by the battery voltage, a large output voltage does not occur.

If the output voltage of the generator 20 rises above a certain level due to disconnection of the battery wiring or the like, the overvoltage detector 50 detects this and stops the engine to generate an abnormal high voltage. To prevent.

The high voltage value to be detected by the overvoltage detector 50 is set in correspondence with the charging upper limit voltage of the main battery 40 so that the engine 2 is automatically stopped when the charging is completed. You can also

The hybrid power supply device of the present embodiment is constructed as described above, and the main body of the generator 20 is housed in the flywheel 27 so that the generator is not arranged so as to project largely as in the conventional case. The size and weight of the engine generator 1 itself are reduced to a size and weight comparable to those of a conventional engine alone.

Therefore, it is possible to realize the reduction in size and weight of the power source part including the battery, which is the biggest problem in the electric traveling vehicle.

Although the power source for the engine ignition device is not mentioned in the description of the present embodiment, a CDI ignition device is formed by using a part of the output of the generator, or a permanent magnet is provided around the flywheel. It is possible to adopt various methods such as forming a self-trigger type ignition device in which is attached, or utilizing the output of the battery.

[0058]

According to the first aspect of the present invention, a flywheel of a conventional engine is incorporated in a part of the generator in a form capable of obtaining a high output, and the output obtained from the generator is supplied to a main battery. Since it is configured to supply power, the engine generator itself is not much different from the size and weight of the conventional engine alone, and it is possible to secure sufficient power required for the entire system.

In the second aspect of the present invention, the output voltage during no-load operation is set higher than the battery voltage fluctuation range to reduce the change in charging current to effectively use the engine output, and the generator is always connected to the battery. Since the operation is performed only in the operated state, it is possible to prevent the adverse effect of the high voltage due to the no-load operation which is likely to occur because the large electric power is taken out.

According to the third aspect of the invention, the engine is operated by the governor at a constant speed at an optimum fuel consumption speed, so that the engine is economical, the amount of exhaust gas is small, and the battery can be stably charged.

In the fourth aspect of the invention, the outer rotor type magnet rotor is provided with a cooling fan, and the fan cover is configured to guide the cooling air to the engine cylinder. Therefore, the generator has the same configuration as the conventional engine alone. A compact structure that efficiently cools the engine cylinder and the engine cylinder can be achieved.

[Brief description of drawings]

FIG. 1 is a schematic plan view of a conventional engine generator.

FIG. 2 is a schematic plan view of an engine generator portion of the hybrid power supply device according to the present invention.

FIG. 3 is a side view of the same.

FIG. 4 is a partially cutaway plan view of the engine generator portion.

5 is a sectional view taken along line VV in FIG.

FIG. 6 is a system configuration diagram showing an embodiment of a hybrid power supply device according to the present invention.

FIG. 7 is a circuit diagram showing a connection configuration of a generator (motor generator) and a main battery.

FIG. 8 is a diagram showing an output voltage-output current characteristic of a generator.

[Explanation of symbols]

1 ... Engine generator, 2 ... Engine, 3 ... Crankcase, 4 ... Cylinder, 5 ... Carburettor, 6 ... Air cleaner, 7 ... Fan cover, 11 ... Governor shaft, 12 ... Governor arm, 13 ... Governor link, 14 ... Throttle Lever link, 15 ... Throttle spring, 20 ... Generator,
21 ... crankshaft, 22 ... annular star core, 23 ... bolts, 24 ...
Generating coil, 25 ... Stator, 26 ... Hub, 27 ... Flywheel, 28 ... Neodium magnet, 29 ... Outer rotor type magnet rotor, 30 ... Cooling fan, 40 ... Main battery, 41 ... In-vehicle charger, 42 … External power supply connection terminal, 43… Inverter, 44
… Running motor, 45… rectifier, 46,47… starting switch,
48 ... Voltage detector, 50 ... Overvoltage detector, 51 ... Inverter,
60 ... ECU, 61 ... Diode, 62 ... Transistor, 63 ...
Magnetic pole sensor, 64 ... Capacitor.

Claims (4)

[Claims] 1. A hybrid power supply device for an electric traveling vehicle, comprising: a battery for driving an electric motor that is a traveling drive source; and an engine-driven generator that supplies power to the battery, wherein the engine-driven generator is an engine. Is attached to the side wall of the crankcase of the engine while penetrating the output shaft of the engine, and at least three-phase generator coils are provided on the salient pole portion of the annular star iron core in which a plurality of salient pole portions radially protrude from the annular yoke portion. A stator formed by winding, and a plurality of permanent magnets are fixed along the inner circumference of a cup-shaped flywheel that is capped to cover the stator at the output shaft end of the engine that penetrates the stator. An outer rotor type magnet rotor, and rectifying means for rectifying and summing the outputs of the respective magneto coils to extract a DC output for supplying to the battery. Provided, the hybrid power supply of the electric vehicles, characterized in that the total output of the engine and configured to supply to the battery. 2. The DC output voltage of the engine-driven generator during no-load operation is set to be higher than the fluctuation range of the terminal voltage of the battery, and the battery is on the output side of the engine-driven generator. The hybrid power supply device for an electrically driven vehicle according to claim 1, wherein the engine is allowed to continue to operate only when connected to the. 3. The hybrid power supply device for an electrically driven vehicle according to claim 1, wherein the engine is set by a governor so as to be driven at a constant speed near the number of revolutions of optimum fuel economy. 4. A cooling fan provided on the outer rotor type magnet rotor, and a wind guide which covers the entire outer rotor type magnet rotor side and guides cooling air sucked by the cooling fan to a cylinder portion of the engine. The hybrid power supply device for an electric traveling vehicle according to claim 1, further comprising: a fan cover that forms a path.