JPH0424799Y2 - - Google Patents

Description

[Detailed description of the invention] This invention is based on an internal combustion engine that has an ignition magnet, and a self-excited engine that provides rotation to the rotor by this internal combustion engine and that requires direct current to create a magnetic field. This invention relates to a motor/generator equipped with a type generator.

Conventionally, in this type of engine/generator, in addition to the ignition coil for the ignition magnet in the internal combustion engine, there is also an excitation coil for the excitation magnet as a power source for initial excitation of the field in the generator. It is known that the above-mentioned ignition magnets share the same rotor.

However, in this type of engine, it is necessary to install a relatively large excitation coil, and since general-purpose internal combustion engines usually do not have space to accommodate the excitation coil, it is necessary to install a relatively large excitation coil. As a generator, it required major changes to the engine and a dedicated engine, which resulted in high costs.

This invention was made based on the above circumstances, and its purpose is to reduce the initial field before the generation of electromotive force in a self-excited generator that excites a part of the electromotive force of the generator as field current. By supplying the primary current generated by the ignition magnet of the internal combustion engine as the magnetic current, a relatively large excitation coil is not required, and there is no need to significantly modify the general-purpose internal combustion engine, resulting in cost savings. The purpose is to provide an advantageous motor/generator.

This invention will be specifically explained below based on embodiments shown in the drawings. FIG. 1 is a circuit configuration diagram of the engine/generator, and the symbol A in the figure indicates the ignition magnet of the internal combustion engine, the rotor (not shown),
It consists of an ignition coil 1, a point 2, a capacitor 3, a stop button 4, a spark plug 5, etc. The rotor has magnetic steel embedded in the yoke, and generally serves as a flywheel or fan and is wedged to a rotating shaft such as a crankshaft. An ignition coil 1 is disposed close to the inner circumferential surface or outer circumferential surface of the rotor. This ignition coil 1 has primary and secondary coils 1b and 1c wound around a core 1a of a laminated plate, and a primary wire 6 from the primary coil 1b.
Further, secondary wires 7 are led out from the secondary coil 1c, and a point 2, a capacitor 3, and a stop button 4 are connected in parallel to this primary wire 6, and a spark plug 5 is connected to the secondary wire 7. ing. Point 2 is configured such that the interrupter comes into contact with a cam formed on the outer peripheral surface of the rotating shaft and swings in response to the proheel of the cam, causing the contactor to turn ON and OFF. In addition, turn on the circuit of magneto A for ignition,
In addition to the mechanical point 2, the OFF means may be, for example, an ignition magnet of an electronic non-contact ignition circuit.

Further, the symbol B in the figure indicates a self-excited DC generator, and this generator B has a field winding of a field 8 and a rotor 9.
There are various types such as direct winding, shunt winding, and compound winding type depending on the way of connection with the electromagnetic element, but in this embodiment, a shunt winding and self-excited type DC generator will be explained. The field 8 is formed of a field iron core and a field winding, and is housed within the magnetic frame of the generator. Within the diameter of the field 8, the electromagnetic element of the rotor 9 is rotatably supported. has been done. The rotor 9 consists of an electromagnetic element having a winding wound around an iron core and a commutator, and is rotated by an internal combustion engine. The commutator includes at least one pair of brushes 1.
0 is in contact, and the output line 11 is drawn out from the brush 10, and the output line 11 is branched and connected to the field 8.
is connected to the field winding. Note that the generator may be an alternating current generator or an AC/DC switching generator in addition to the DC generator.

Furthermore, the primary coil 1b of the ignition coil 1 and the field winding of the field 8 are electrically connected via the rotation detection control circuit C, and are connected in parallel with the field winding of the field 8. A field side circuit is formed by connecting the capacitor 12 and the ground 13. In addition,
Reference symbols T ₁ and T ₂ in the figure indicate connection terminals.

Next, the configuration of the rotation detection control circuit C will be explained with reference to FIG. Reference numeral 14 in the figure indicates a thyristor as a switching element, and this thyristor 14
Its anode electrode is connected to terminal T ₁ , and its cathode electrode is connected to diode D ₁ , which allows forward current.
The thyristor 14 is connected to the terminal _T2 via the gate electrode, and the thyristor 14 is
works as a switch function. And the cathode of thyristor 14. A pick-up coil 15 is connected between the gate electrodes with a diode _D2 that allows forward current and a switch _S1 interposed in series. This pickup coil 15 has a coil 15b wound around a core 15a of a laminated plate, and is disposed close to the rotor of the ignition magnet. This rotation detection control circuit C induces an electromotive force in the coil 15a of the pickup coil 15 as the rotor rotates, and changes the rotation speed of the internal combustion engine in proportion to the rotation speed of the rotor. At the same time, the above-mentioned electric power is input to the gate electrode of the thyristor 14, and the anode current value is changed according to an arbitrary rotation speed (described later) of the internal combustion engine. Controls current flow between the cathode electrodes, in other words, between the terminals T ₁ and T ₂ .
Note that reference numeral 16 is a correction circuit that corrects changes in the electromotive force current of the coil 15a due to environmental changes such as temperature, and stabilizes the gate current.

Next, another example of the rotation detection control circuit will be described in the third embodiment.
This will also be explained with reference to FIGS. In addition,
Components that are the same as those in the embodiment shown in FIG. 2 are designated by the same reference numerals, and their explanation will be omitted. In the embodiment shown in FIG. 3, a resistor R is provided in place of the switch _S1 in the embodiment in FIG. 2, and in the embodiment shown in FIG. In place of the switch _S1 in the embodiment, a changeover switch _S2 is provided for selectively switching between the presence and absence of the resistor R, and the other features are the same as in each embodiment.

In each of the embodiments described above, the arbitrary rotational speed of the internal combustion engine is set as follows. In other words, the rotational speed at which the internal combustion engine can generate electricity is
Since the thyristor 14 has a certain range, the rotational speed of the energization control between the terminals T ₁ and T ₂ is within the second range.
In the example shown in _FIG .
In addition, in the embodiment shown in FIG. 3, in FIG.
Furthermore, in the embodiment shown in FIG. ₄ , in FIG. Both rotational speeds are set to NS ₁ and NS ₂ . Note that in each embodiment, the internal combustion engine may or may not have a speed governor.

Next, regarding the operation of each of the above embodiments, FIG.
Y and Z will be explained together with reference. During operation of the internal combustion engine, point 2 of the ignition magnet A turns ON as the rotating shaft rotates, and when the primary circuit of the ignition coil 1 is formed, an electromotive force is generated in the primary coil 1b as the rotor rotates. is induced, and a low-voltage primary current having a waveform as shown in FIG. 8X flows in the primary circuit. Therefore, when point 2 is suddenly turned OFF to cut off the primary circuit, a very high voltage secondary current is mutually induced in the secondary coil 1C as shown in Figure 8Y, and the secondary current flows into the ignition plug. 5
It discharges and releases sparks. At this time, the capacitor 3 prevents the contact at point 2 from being damaged at the moment point 2 turns off.

On the other hand, the rotation detection control circuit C is controlled through the switch _S1 in the embodiment shown in FIG. 2, through the resistor R in the embodiment shown in FIG.
In the switching state of _S2 , the cathode of the thyristor 14 is connected directly (without the intervention of the resistor R) or via the resistor R. A gate side circuit is formed between the gate electrodes, and a detection current by the pickup coil 15 flows through this circuit. However, in the embodiment shown in FIG. 2 and the embodiment shown in FIG. 4, it is switched to the direct connection side, and in the embodiment shown in FIG. 3 and the embodiment shown in FIG. In this case, the current value of the detection current flowing through the gate side circuit and the current characteristic of the rotor rotation speed are different, and the rotor current value corresponding to the current value of the gate trigger current for controlling the energization between the terminals T ₁ and T ₂ of the thyristor 14 is different. The former is low and the latter is high, and when the rotor rotation speed is low below these rotor rotation speeds, terminal T ₁ ,
_T2 is cut off, and when it is high, it is energized.

Therefore, when terminals T ₁ and T ₂ are disconnected, magnet A for ignition of the internal combustion engine, which is unrelated to generator B, exists. Then, when the terminals T ₁ and T ₂ are in a energized state,
If point 2 is ON, the electromotive force induced in the primary coil 1b of magneto A will flow through the primary circuit via point 2, and if point 2 is turned on, it will flow through the primary circuit.
If it is OFF, it flows through the field side circuit via the field 8, and the ignition plug 5 misfires without mutual induction of high voltage secondary current in the secondary coil 1c. As a result, the field 8 is supplied with a current as shown in FIG. An electromotive force is generated in the rotor, and this electromotive force is extracted as DC power from an output line 11 by a commutator of the rotor 9 and a brush 10. At the same time, part of the electromotive force is applied to the field 8, and the generator B is self-excited. That is, the primary coil 1 of the ignition magnet A
A part of the primary current induced in B is transferred to self-excited generator B.
The current is used as an initial excitation current for the field 8 in the . Note that the capacitor 12 temporarily stores the primary current flowing through the field side circuit, and discharges the power stored in the capacitor 12 over a long period of time to stably supply exciting current to the field 8. In addition, the diodes D ₁ and D ₂ generate an electromotive force in the negative current region in the primary coil 1b as shown in FIG. This prevents current from flowing in the opposite direction.

Therefore, the activation shown in Figures 1 and 2. In the generator, the internal combustion engine is started with switch S ₁ of the rotation detection control circuit C turned off, and after idling at the idling speed N ₁ as shown in Fig. 5, the throttle opening is When the desired power generation rotation speed NP is set and the above switch _S1 is turned on, the rotation speed NP becomes the energization control rotation speed of circuit C.
Since it is higher than NS, circuit C acts and causes the spark plug 5 of the ignition magnet A to misfire. As a result, the rotational speed NP is lowered to the control rotational speed NS, but after this rotational speed NS, the spark plug 5
When the engine speed drops slightly due to a misfire, the action of the circuit C stops and the spark plug 5 is sparked. As a result, the rotation speed increases slightly, causing the circuit C to act and cause the spark plug 5 to misfire. Due to this intermittent misfire of the spark plug 5, the rotation speed of the internal combustion engine becomes approximately the energization control rotation speed. At the same time, when the circuit C is activated, the primary current of the ignition magnet A is intermittently supplied to the field 8 of the generator B as an excitation DC current in accordance with the intermittent misfire of the spark plug 5. Ru.

As a result, the field 8 is excited and output is taken out to the output line 11 of the generator B. Then the switch
When S ₁ is turned off, the rotation detection control circuit C loses its rotation detection function and energization control function, and the rotation speed of the internal combustion engine returns to the power generation rotation speed NP, and the primary current to the field 8 of the generator B decreases. When the supply is stopped, a part of the electromotive force of the generator B flows to the field 8, and the generator B performs self-excited power generation.

By the way, in addition to operating the load power generation by connecting an electric appliance to the output line 11, the generator B generates a field when the electric appliance is disconnected (including disconnection by a switch of the electric appliance). In some cases, no-load power generation operation is performed in which power is generated only for the self-excited current of 8. In such cases, if the internal combustion engine is equipped with a speed governor, the regulator will act to keep the rotation speed NP constant during load power generation operation and no-load power generation operation, but in the case of an internal combustion engine without a speed governor, the rotation speed NP will be kept constant. The rotational speed increases as shown by the chain line in Figure 5. The same applies when the speed governor breaks down. During this no-load power generation operation, the rotation speed increases only slightly, and there is a risk of damage. In the generator, the rotation detection control circuit C shown in FIG. 4 is used.
The selector switch S ₂ of this circuit C is set to a high rotational speed NS ₂
However, it is configured so that it can be switched so that circuit C is activated, and at the time of starting, the resistance is switched to the R side, and after idling operation (rotational speed is N ₁ ), the throttle opening is set to the desired power generation rotation. Set it to several NP, switch _S2 to the direct connection side, and excite the generator. Then, when the output is taken out to the output line 11 of the generator B, the switch _S2 is switched to the resistor R side again. As a result, during the speed increase process during no-load power generation, circuit C operates at the speed NS ₂ , as shown by the dashed line in FIG. Prevent damage to the generator.

Furthermore, activation using the rotation detection control circuit C of the embodiment in FIG. In a generator, after the internal combustion engine completes idling, if the throttle opening of the internal combustion engine is set to exceed the power generation rotation speed NP and slightly higher than the energization control rotation speed NS, the rotation speed of the internal combustion engine will rise to that level. At the above rotation speed NS on the way, circuit C
operates in the same manner as circuit C in the embodiment of FIG. Then, when output begins to be taken out to the output line 11 of the generator B, the throttle opening of the internal combustion engine is set to the desired power generation rotation speed NP. However, in an engine that uses an internal combustion engine without a speed governor, even if the rotational speed starts to rise as shown by the dashed line in Figure 6 during no-load power generation operation, the above-mentioned energization in circuit C is not possible. The rotation speed increase is suppressed with the control rotation speed NS, and the engine is activated.
Damage to the generator is prevented.

Note that this invention is not limited to the above-mentioned embodiments, and various modifications can be made without departing from this invention. For example, as a means for confirming that the self-excited power generation of the generator B has been performed, a notification means such as an output confirmation light may be connected between the output lines 11 and 11. Furthermore, the switch S ₁ in the embodiment shown in FIG. 2 and the changeover switch S ₂ in the embodiment shown in FIG. may be connected between the output lines 11 and 11 to detect the output of the generator B and automatically perform ON/OFF or switching operations. Further, although the switch S ₁ is provided in the gate side circuit of the thyristor 14 in the embodiment of FIG. 2, it may be provided between the terminals T ₁ and T ₂ of the field side circuit. In addition, the embodiment of FIG. 3 has the thyristor 14 used in the embodiment of FIG. 2 in the gate side circuit.
In order to use the same thyristor as thyristor 1, a resistor R was inserted, but this resistor R was omitted and the thyristor 1
A separate thyristor having the same gate trigger current value as that of 4 and resistor R may be used. Further, in the embodiment shown in FIG. 4, the changeover switch S ₂ is configured to selectively switch between the presence and absence of the resistor R, but two thyristors having different gate trigger current values are connected to the terminals T 1 and ₁ of the field side circuit. A changeover switch may be provided in parallel between T ₂ and select the connection between the gate electrode and the coil 15b in these two thyristors.

In short, this invention electrically connects the primary coil of the ignition coil in the ignition magneto and the field winding of the field in the self-excited generator via a rotation detection control circuit. A field side circuit is formed by grounding the primary coil and the field winding, respectively, and this rotation detection control circuit detects the rotation speed of the internal combustion engine and controls energization of the field side circuit at a desired rotation speed. Since the structure is configured so that a part of the primary current induced in the primary coil of the ignition coil is controlled by the field in the self-excited generator to the extent that the internal combustion engine maintains the rotational speed and does not stop. It becomes possible to supply the direct current for initial magnetic excitation. Therefore, it is possible to utilize the primary current generated by the ignition magnet, which has not conventionally been utilized as the excitation current for the field. This eliminates the need for a relatively large excitation coil, which has been conventionally employed, and eliminates the need to separately prepare a space for accommodating the excitation coil. As a result, without significantly modifying a typical internal combustion engine, the pick-up coil of the rotation detection control circuit, which is much smaller than the excitation coil, can be placed closer to the rotor, or the pick-up coil is relatively small, so this coil can be Just by providing it as the core of the ignition coil,
Cost-effective activation. It has the excellent effect of being able to provide a generator.

[Brief explanation of the drawing]

Figure 1 shows an internal combustion engine ignition magneto and a shunt self-excited DC generator. A circuit configuration diagram of the generator, FIG. 2 is a circuit configuration diagram showing a first embodiment of the rotation detection control circuit, FIG. 3 is a circuit configuration diagram showing a second embodiment of the rotation detection control circuit, and FIG.
The figure is a circuit configuration diagram showing a third embodiment of the rotation detection control circuit, and FIGS. 5 to 7 are operation explanatory diagrams in which the vertical axis represents the rotational speed of the internal combustion engine and the horizontal axis represents time. Figure 5 is an activation diagram consisting of Figures 1 and 2. An explanatory diagram of the operation of the generator, Figure 6 is a diagram of the operation of the generator consisting of Figures 1 and 3. An explanatory diagram of the operation of the generator, Figure 7 is the first
Activation consisting of Figure and Figure 4. FIG. 8, which is an explanatory diagram of the operation of the generator, is a diagram of current waveforms over time. A... Ignition magneto, B... Shunt-winding self-excited generator, C... Rotation detection control circuit, D ₁ ,
D ₂ ... Diode, R ... Resistor, S ₁ , S ₂ ... Switch, T ₁ , T ₂ ... Connection terminal, 1 ... Ignition coil, 1a ... Core, 1b ... Primary coil, 1c ...Secondary coil, 2...Point, 3...
... Capacitor, 4 ... Stop button, 5 ... Spark plug, 6 ... Primary wire, 7 ... Secondary wire, 8 ... Field, 9 ... Rotor, 10 ... Brush, 11 ... Output line, 12...Capacitor, 13...Earth, 1
4...thyristor, 15...pickup coil, 15a...core, 15b...coil, 16...
...correction circuit.

Claims (1)

[Scope of utility model registration request] It is equipped with an internal combustion engine having an ignition magnet A, and a self-excited generator B which rotates the rotor 9 by the internal combustion engine and requires direct current to create a magnetic field in the field 8. In this step, one end of the primary coil 1b of the ignition coil constituting the ignition magnet A and the field winding constituting the field 8 are electrically connected via a rotation detection control circuit C. At the same time, the other ends of the primary coil 1b and the field winding are respectively grounded, and a capacitor 12 is connected between both ends of the field winding for stably supplying current to the field winding. The rotation detection control circuit C operates with a pick-up coil 15 that detects an output corresponding to the rotation speed of the internal combustion engine, and a gate current based on the output detected by the pick-up coil 15. and a rotation speed setting means for setting the rotation speed of the internal combustion engine when the thyristor 14 is turned on by controlling the gate current, and the rotation speed set in the rotation speed setting means. A motor/generator characterized in that the primary current of the primary coil 1b is intermittently supplied to the field 8 as an initial excitation DC current to the extent that the primary current can be maintained.