JPH0122382Y2 - - 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.

Conventional automotive engine starting devices include:
Electromagnetic push type (magnet shift type) starter motors are commonly used. The electromagnetic push type starter motor is fixed to the cylinder block of the engine or the case of the transmission, and is designed to engage the pinion and ring gear with a shift lever operated by the attraction force of an electromagnet.

Figure 1 shows an example of the installation of a conventional starter motor (Internal Combustion Engine Structure and Design Drawing Collection, September 1970 Extra Issue No. 38)
page), 1 is the flywheel of the engine, 2
3 is a ring gear press-fitted into the flywheel, 3 is a starter motor, 4 is a pinion gear of the starter motor, and 5 is a cylinder block.

Figure 2 shows an example of how to install an alternator, which is commonly used as a charging device for conventional automobile engines.
378, page 57), the alternator 6 is fixed to the cylinder block 5, and the crank pulley 7
It is driven by a belt 8 that is placed between the

Conventionally, the starting motor and charging generator were separate structures, and the engine was started by the meshing of the starting motor's pinion gear and ring gear, and the generator was driven by a belt hooked from the crank pulley. Due to the structure, gear meshing noise occurs when starting, and if the number of starts increases, the gears may wear out and start up may become difficult.In addition, in the long term, the generator
In addition to the need for belt tension adjustment and belt replacement,
When the engine is operated at high speed, the drive pulley becomes a source of noise, and furthermore, the starting motor and generator are attached to the engine body as accessories, which poses problems such as restricting the effective use of the engine room.

In order to solve the problems of the conventional technology described above, the present invention has an engine starting charging device with an integrated structure in which the starting motor and charging generator operate as a non-commutator motor when starting the engine, and as a synchronous generator after engine starting. A rotating field pole attached to a crankshaft of an engine and forming a flywheel, an excitation winding for exciting the field pole, an armature core and an armature winding, a crank angle detector, and a crank angle detector. an armature current switching circuit that switches the direction of the current flowing through the armature winding according to the output signal of the device; and an excitation current control circuit that controls the current flowing through the excitation winding according to the operating state during starting and power generation. The armature core is equipped with a circuit, and the armature core around which the armature winding is wound is fitted and fixed in the clutch housing of the engine, and is housed in the clutch housing together with the rotating field pole and the excitation winding. .

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

FIG. 3 is a view showing an embodiment of the engine starting charging device according to the present invention, in which the main body is housed in a clutch housing.

In the figure, a starter/charging device main body 21 is configured with rotating field poles 22a, 22b, excitation winding 23, armature core 24, and armature winding 25 as main elements. A pair of comb-shaped field poles 22a and 22b made of ferromagnetic material are integrally coupled via a non-magnetic ring 26 so that their magnetic pole portions are alternately located in the circumferential direction. Field poles 22a and 22b, which also serve as flywheels of the engine, are firmly attached to the shaft end of a crankshaft 27 with bolts 28. Fourth
The figure shows rotating field poles 22a, 22b and non-magnetic ring 2.
6 is shown in a perspective view.

The excitation winding 23 is for exciting the rotating field poles 22a and 22b, and the field core 29 is attached and fixed to the engine body with bolts (not shown).
It faces the field pole 22a through a slight gap a, and faces the field pole 22b via a slight gap b. The current flowing through the excitation winding 23 is the armature winding 25.
Therefore, the excitation winding 23 may be attached to the rotating field pole and rotated together, and the current may be supplied through a slip ring and a brush. However, in order to withstand high-speed rotation, this embodiment A structure in which the excitation winding 23 is provided on the fixed side and the slip ring is omitted is suitable, and maintenance is easy.

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. The appearance of the armature core 24 and the armature core 25 is shown in a perspective view in FIG. The armature core 24 is attached to an armature mounting portion 30 of a clutch housing 30 integrally formed with the transmission case.
a, and is positioned with respect to the clutch housing 30 by a key (not shown) and prevented from rotating. Reference numeral 31 denotes a plate for fixing the armature core 24 to the clutch housing 30 in the axial direction, and the periphery thereof is fastened to the clutch housing 26 with bolts (not shown).

32 is the engine crankshaft 27 and the transmission drive shaft 3
3, the clutch disc 34, the pressure plate 35,
A diaphragm spring clutch consisting of a diaphragm spring (disc spring) 36 and a clutch cover 37 is used, and the clutch cover 37 is attached by bolts 38 to rotating field poles 22a and 22b which also serve as flywheels. 39 is a with-low lever that presses the clutch release bearing 40 assembled to the clutch release sleeve 41 against the diaphragm spring 36;
Intermittent power transmission. A front cover 42 is fitted inside the clutch release sleeve 41 and has the role of positioning the clutch release bearing 40 to press the diaphragm spring 36 at the correct position. 43 is a dust cover that covers between the opening of the clutch housing 30 and the lower lever 39. 44
Numerous inner ribs and outer ribs 45 are provided on the inner and outer peripheries of the clutch housing 30, and serve to reinforce the clutch housing and to dissipate heat generated from the main body of the starter/charging device. Further, if necessary, the clutch housing 30 may be provided with ventilation holes for promoting cooling. In this case, forced air cooling is performed by providing a small vane on a part of the rotating body (for example, the clutch cover 37).

In this way, the armature winding 25 of the starting charger main body
The armature core 24 wound with By using 22b as a carrier for the clutch 32 that connects and connects the crankshaft and the transmission drive shaft, the starter/charging device main body 21 and the clutch 32 can be integrated and compactly incorporated into the power transmission path of the engine. This makes it possible to utilize the engine compartment of the vehicle more widely. In addition, by fitting and fixing the armature core 24 to the clutch housing 30, the main body of the starting/charging device, especially the armature winding 25 and the armature core 24 through which a large current flows, can be fixed.
The clutch housing 30 can be effectively used as a heat sink for the heat generated from The heat dissipation is performed well, and the temperature rise of these heat generating parts is suppressed, making it possible to reduce the size and weight.

Although FIG. 3 shows an example in which the clutch housing 30 is located on the transmission side, the present invention can also be applied to a case where the clutch housing portion is provided by extending the rear end of the engine body (cylinder block). In this case, the cooling water of the engine body is led to the clutch housing part, and the armature core 24 and the armature winding 2
By water cooling 5, it becomes possible to incorporate a larger capacity starting charger into the clutch housing.

FIG. 6 shows an example of a crank angle detector. The crank angle detector 50 serves as a signal source for operating an armature current switching circuit 63, which will be described later, and is comprised of a proximity switch 51, a rotor 52, and a bracket 53. The rotor 52 has unevenness 54 on the outer peripheral surface.
55 is attached, and the rotating field poles 22a, 22
Rotates at the same speed as b. For convenience of assembly and adjustment, the rotor 52 is attached together with a crank pulley to the front end of the crankshaft opposite to the rear end of the crankshaft where the rotating field poles are attached.
The bracket 53 is fixed to the engine body with bolts 56. The proximity switch 51 is positioned by passing a male screw cut on the outer periphery through a female screw of the bracket 53, and is fixed with a lock nut 57. This proximity switch 51 is located on a circumferential line surrounding the uneven surface of the rotor 52, and the oscillation condition changes due to changes in inductance in the concave portions 54 and convex portions 55 of the rotor, and corresponds to the crank angle (field pole position). Outputs a signal of “1” or “0”. When the armature winding 25 is three-phase, three proximity switches 51 are installed.

FIG. 7 shows an example of the circuit configuration. 60 is a battery, 61 is a key switch, d is an ignition side contact (ignition connection is not shown), e
is the starting side contact. Reference numeral 62 denotes an excitation current control circuit that controls the current flowing through the excitation winding 23, which detects the terminal voltage of the battery 60 during power generation and controls the excitation current so as to maintain the voltage at a predetermined value. 63 is the crank angle detector 5 when starting the engine.
an armature current switching circuit that switches the direction of the current flowing through the armature winding 25 according to the output signal of 0;
Reference numeral 69 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.

FIG. 8 shows an example of the configuration of the armature current switching circuit 63. The main circuit 70 includes two power transistors 71 and two diodes 72 for each phase of the armature winding 25. The drive circuit 73 includes two sets of pulse delay circuits 7 that operate in response to output signals from each proximity switch 51 of the crank angle detector 50.
4, 75, and control transistors 76, 77, 78, 79 activated by respective delay pulses, this drive circuit alternately turns on and off the two power transistors 71, and during a certain period, the armature winding Current flows from the U-phase terminal of line 25 to the V-phase and W-phase terminals, and in the next period, current flows from the U-phase and V-phase terminals to the W-phase terminal, and then from the V-phase terminal to the U-phase terminal in the next period. As mentioned above, the current flows to the W-phase terminal and the crank angle detector 5.
By switching the direction of the armature current according to the output signal of 0, the magnetic field created by the armature winding 25 always has a constant phase difference (π/2) with respect to the magnetic field generated by the rotating field poles 22a and 22b. Make it a magnetic field. In order to drive the three-phase motor, two more circuits of the drive circuit 73 shown in the figure are required, but they are omitted here.

Next, the operation of this device will be explained.

In FIG. 7, when the key switch 61 is set to the starting position while the engine is stopped, the excitation winding 23
A current flows through the armature winding 25, which generates torque in the rotating field poles 22a and 22b, causing the directly connected crankshaft 27 to rotate. Field pole 22
When magnets a and 22b begin to rotate, the crank angle detector 50 detects the field pole position and operates the armature current switching circuit 63 in accordance with the speed of the rotating magnetic field created by the armature winding 25, so that the field pole 22a ,22b
gains torque and accelerates further. In this way, a strong starting torque can be obtained by the positive feedback action, so that the engine can be started by direct drive. When the engine starts, the rotation speed of the field pole increases and the armature winding 2
Since a back electromotive force is generated at 5, unnecessary starting current no longer flows. After the engine starts, key switch 61
When placed in the ignition position, the starter/charging device main body 21 operates as an AC synchronous generator, and the generated power is converted to DC by the diodes 64 to 69 and supplied to the battery 60 and the electrical components of the vehicle.

FIG. 9 is a circuit diagram showing another embodiment of the present invention. In this embodiment, the starting side contact of the key switch 61 is eliminated and a clutch switch 80 is provided. The clutch switch 80 is the clutch 3 in Fig. 3.
2, the armature current switching circuit 63 and battery 60
It is configured to open and close a circuit that connects the

When the engine is stopped and the key switch 61 is set to the ignition position and the clutch pedal is depressed, the contact of the clutch switch 80 closes and current flows through this contact to the armature current switching circuit 63, causing the field poles 22a and 22b to rotate. and start the engine.

According to this configuration, when the clutch pedal is depressed, the armature current switching circuit 6 is connected to the battery 60.
3 is connected, and when the engine attempts to stop, the armature current switching circuit 63 operates to generate starting torque, thereby preventing the engine from stalling. If the transmission is not in the neutral position and the vehicle is stopped without pressing the clutch pedal, the engine will stop, causing what is called an engine stall. However, even in this case, the starting motor rotates at the same time as the clutch pedal is pressed, and the engine starts, so the vehicle can be started by simply pressing the accelerator pedal. Therefore,
It can be said that there is no stalling in practical terms.

In a normal 4-cycle 4-cylinder engine for automobiles, the engine speed at idling is 600~
800rPm, and if the crankshaft is driven at 60-100rpm when starting, it can be restarted in 0.5-1 seconds, and can be started in a few seconds even when cold. Therefore, the starting motor may be a low-speed rotation, high-torque motor, and the no-load rotation speed may be set lower than the idling rotation of the engine.

As explained above, the engine starting charging device according to the present invention integrates the starting motor and the charging generator into an integrated structure, has a large diameter thin brushless structure, and fits the armature iron core around which the armature winding is wound into the clutch housing. By being fixed and housed in the clutch housing together with the rotating field poles and excitation windings that are directly connected to the crankshaft, the main body of this starter/charging device can be compactly incorporated between the engine body and the transmission, allowing it to be stored in the engine room. In addition, the clutch housing is used as a heat sink, and the reinforcing inner ribs and outer ribs of the clutch housing are used as cooling fins to dissipate heat from the armature core and armature windings to the outside. Therefore, the cooling effect is excellent and miniaturization is possible. Furthermore, since the rotating field pole is directly connected to the crankshaft, there is no gear meshing noise when starting the engine or noise from the belt pulley during high-speed operation, and there is no need for maintenance such as belt tension adjustment or belt replacement. This effect can be obtained.

[Brief explanation of the drawing]

Fig. 1 is a side sectional view showing an example of mounting a conventional starting motor, Fig. 2 is a perspective view showing an example of mounting a conventional alternator, and Fig. 3 shows the main body of the engine starting charging device according to the present invention attached to a clutch housing. FIG. 4 is a perspective view of the rotating field pole and non-magnetic ring, FIG. 5 is a perspective view of the armature, and FIG.
The figure is a front view of a crank angle detector, Figure 7 is an overall circuit diagram of one embodiment of the present invention, Figure 8 is a detailed diagram of an armature current switching circuit, and Figure 9 is a diagram of another embodiment of the present invention. It is an overall circuit diagram. 21... Main body of the starter charging device, 22a, 22b...
... Rotating field pole, 23 ... Excitation winding, 24 ... Armature core, 25 ... Armature winding, 27 ... Crankshaft, 28 ... Rotating field pole mounting bolt, 29 ... Field iron core, 30 ...Clutch housing, 30a...
... Armature mounting part, 31 ... Armature core fixing plate, 32 ... Clutch, 33 ... Transmission drive shaft,
44... Inner rib of clutch housing, 45...
Outer rib of clutch housing, 50... Crank angle detector, 62... Excitation current control circuit, 63...
Armature current switching circuit.

Claims (1)

[Scope of utility model registration request] A rotating field pole attached to the engine crankshaft and forming a flywheel, an excitation winding for exciting the field pole, an armature core and an armature winding, a crank angle detector, and a rotating field pole of the crank angle detector. an armature current switching circuit that switches the direction of the current flowing through the armature winding according to an output signal; and an excitation current control circuit that controls the current flowing through the excitation winding according to the operating state during starting and power generation. An engine starting/charging device comprising: an armature iron core having the armature winding wound thereon, fitted and fixed to a clutch housing of the engine, and housed in the clutch housing together with the rotating field pole and excitation winding. .