JP2002127990A - Power unit in ship pusher - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power unit in a ship pusher in which fuss provided between a power generator and the first second batteries can be made compact. SOLUTION: The power generator 59 is provided with plural power generating coils 62, and the first and the second batteries 66 and 70 are connected to the power generating coils 62. Fuses 72 and 73 are provided between the power generating coils 62 and the first and the second batteries 66 and 70. The power generating coils 62 are parted to a group of first coils 62a and a group of second coils 62b. The first battery 66 is connected to the group of the first coils 62a, and the second battery 70 is connected to the group of the second coils 62b. Between the group of the first coils 62a and the first battery 66, and between the group of the second coils 62b and the second battery 70, the fuses 72 and 73 are respectively provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION The present invention comprises a plurality of power generating coils provided in a single generator, and first and second batteries connected to the power generating coils and charging outputs from the power generating coils. The present invention relates to a power supply device for a ship propulsion device.

[0002]

2. Description of the Related Art Conventionally, there is a power supply device in a ship propulsion device supported on a hull of a ship, which is configured as follows.

That is, the power supply device includes a generator linked to an internal combustion engine for driving a propeller supported by a hull, and the generator includes a plurality of power generation coils. First and second batteries are connected in parallel to the power generation coil group, and a fuse is provided between the power generation coil group and the first and second batteries.

When the above-mentioned internal combustion engine is driven, a submersible propeller is linked to this drive, and the ship can be propelled on the water surface. At this time, the generator is interlocked with the driving of the internal combustion engine, so that the power output from the power generation coil group is input to the first and second batteries via the fuse and charged. I have.

[0005] The first battery supplies power to an engine control device such as a fuel injection device to control the driving of the internal combustion engine, and the second battery supplies power to an accessory load such as an air conditioner. Supplied and the smooth propulsion of the ship continues.

[0006]

In the prior art, the first and second batteries share a fuse. Therefore, the first and second batteries are separated from the power generating coil group.
The value of the current flowing through the fuse toward the battery is large.

Generally, since the heat generated by the resistor is proportional to the square of the current value, the fuse tends to be heated to a high temperature by the large current. Therefore, in order to prevent the temperature from becoming high even with the above-mentioned large current, a fuse having a large capacity is selected. However, this increases the size of the fuse, which is not preferable especially in a ship propulsion machine that requires a small surplus space and a compact size.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and is directed to a boat propulsion device in which a fuse provided between a generator and first and second batteries can be reduced in size. An object is to provide a power supply device.

[0009] In addition to achieving the above object,
It is an object of the present invention to ensure that the first and second batteries are properly charged so that insufficient charging does not occur.

[0010]

A power supply device for a boat propulsion device according to the present invention for solving the above-mentioned problems is as follows.

According to the first aspect of the present invention, as shown in FIGS. 1 to 8, a generator 59 includes a plurality of power generation coils 62, and first and second batteries 66 and 70 are connected to the power generation coil 62 group. A power supply device in a boat propulsion machine in which fuses 72 and 73 are interposed between the power generation coil 62 group and the first and second batteries 66 and 70;

The plurality of power generating coils 62 are connected to the first coil 6
The first coil 62a is divided into a 2a group and a second coil 62b group. The first battery 66 is connected to the first coil 62a group. The second battery 70 is connected to the second coil 62b group. Fuses 72 and 73 are separately provided between the first battery 66 and between the second coil 62b group and the second battery 70, respectively.

As shown in FIG. 6, according to the second aspect of the present invention, in addition to the first aspect of the present invention, the first and second coils 62b are separated from each other via an isolator 76. Batteries 66 and 70 are connected in parallel, and fuses 73 and 77 are separately provided between the isolator 76 and the first and second batteries 66 and 70, respectively.

According to a third aspect of the present invention, as shown in FIGS. 1 to 5, in addition to the first or second aspect of the present invention,
The winding specifications of the coil 62a and the second coil 62b are different from each other.

According to a fourth aspect of the present invention, as shown in FIGS. 1 to 5, in addition to the third aspect, the first coil 62a
One of the coil group of the group and the second coil group 62b has a larger power generation output in the low engine speed region than the other coil group.

[0016]

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

(First Embodiment)

FIGS. 1 to 4 show a first embodiment.

2 to 4, reference numeral 1 denotes a ship. The ship 1 has a hull 3 floating on a water surface 2, a clamp bracket 4 detachably attached to a rear end of the hull 3, and a clamp bracket 4 And an outboard motor 5 which is a boat propulsion device supported at the rear end of the hull 3 through the hull 3. The arrow Fr in the figure indicates the front of the hull 3 and the following left and right refer to the direction toward the front.

The outboard motor 5 has a case 8 which forms a lower portion of the outboard motor 5. The case 8 extends vertically in the vertical direction, and the upper part thereof is supported by the clamp bracket 4 by the pivoting means 7. That is, the case 8 is connected to the hull 3 by the clamp bracket 4 and the pivoting means 7.
At the rear end so as to be tiltable. On the other hand, the lower part of the case 8 is immersed below the water surface 2.

The outboard motor 5 includes a propeller 9 whose axis extends in the front-rear direction and is supported at the lower end of the case 8 so as to be rotatable around the axis. The propeller 9 is supported by the upper end of the case 8 and
An internal combustion engine 10 which is a ship propulsion drive source for driving the engine, a power transmission means 11 accommodated inside the case 8 and interlockingly connecting the propeller 9 to the internal combustion engine 10, and fitted to the internal combustion engine 10 from outside. A resin cowling 12 is detachably fitted to the outside to entirely cover the internal combustion engine 10 and is detachably attached to the upper end of the case 8. The inside and outside of this cowling 12 are communicated,
An air inlet 14 for allowing air 13 to be introduced into the cowling 12 from the outside to the inside thereof is formed at the rear upper portion of the cowling 12 in the longitudinal direction of the hull 3.

The internal combustion engine 10 is a 4-cycle V-type multi-cylinder (6 cylinder) internal combustion engine. This internal combustion engine 10
Are supported on the upper surface of the case 8, that is, the crankcase 16 is supported on the hull 3 side and the inside thereof is a crankcase 15. The shaft center 17 extends in a substantially vertical direction and is accommodated in the crankcase 15. And a crankshaft 18 supported by the crankcase 16 so as to be rotatable around the axis 17. The axis 17 is substantially located on a virtual vertical plane 19 that passes through the center of the outboard motor 5 in the width direction and extends in the vertical direction.

The internal combustion engine 10 projects rearward from the crankcase 16 in the front-rear direction of the hull 3 and outwards to the left and right in the width direction of the hull 3. Left and right cylinders 20,
20; a piston 22 fitted into a cylinder hole 21 in each of the cylinders 20; and a connecting rod 23 for interlockingly connecting the crankshaft 18 and each of the pistons 22 to each other. , A plurality of (three) cylinders are provided on each of the left and right sides. A space closed by the piston 22 in the cylinder hole 21 on the protruding end side of each cylinder 20 is a combustion chamber 24.

Each of the cylinders 20 has an intake passage 25 communicating with the combustion chamber 24 from the outside thereof, and an intake valve 26 for opening and closing the intake passage 25. Each of the cylinders 20 is provided with an exhaust passage 27 communicating from the cylinder hole 21 to the outside, and an exhaust valve 28 for opening and closing the exhaust passage 27 is provided. The intake valve 26 and the exhaust valve 28
Are supported so as to be reciprocally slidable with respect to each of the cylinders 20 in the axial direction thereof. The intake valve 26 and the exhaust valve 28 perform the reciprocating motion by a valve mechanism interlocked with the crankshaft 18. Open / close valve operation.

The internal combustion engine 10 includes the cylinders 20
And a pair of left and right intake pipes 31, 31 respectively extending forward from the outside of the crankcase 16 and extending to the front of the crankcase 16. Each of the intake pipes 31 has an arc shape that protrudes outward from the hull 3 in plan view. In the above case, the crankcase 16 of the internal combustion engine 10, each cylinder 20, and each intake pipe 3
Numeral 1 is substantially symmetrical with respect to the virtual vertical plane 19 as a reference.

Each of the intake pipes 31 is connected to each of the cylinders 20.
An intake pipe main body 32 extending forward from outside through the crankcase 16 and a silencer 33 located forward of the crankcase 16 and connected to an extended end of the intake pipe main body 32; An intake pipe extension 34 extends rearward from the silencer 33 along the intake pipe main body 32 to a middle portion in the longitudinal direction of the intake pipe main body 32.

In the above case, in each of the left and right cylinder 20 groups, the respective intake pipe main bodies 32 corresponding to the respective cylinders 20 extend forward substantially parallel to each other while being slightly separated from each other in the vertical direction. The extension ends of the intake pipe main bodies 32 are connected to the respective intake pipe main bodies 32.
Are connected to the silencer 33 which is shared with the other.
Each of the intake pipe extensions 34 is disposed so as to be sandwiched between the intake pipe main bodies 32 arranged in the vertical direction, and therefore, the total number of the intake pipe extensions 34 in each cylinder 20 group ( 2) is the total number of each intake pipe main body 32 (3)
The number of each of the intake pipe extensions 34
Are connected to the intake pipe main bodies 32 through the silencers 33.

The components 32 to 34 of the intake pipe 31
Are formed as intake passages 35, and the intake pipe extension 34
The rearwardly extending end portion is formed as an air intake opening 36 that opens toward the outside of the internal combustion engine 10. The air intake opening 36 communicates with the intake passage 25 of the cylinder 20 through the intake passage 35. The intake passages 25, 3
Reference numeral 5 designates the outside of the internal combustion engine 10 as the above-mentioned cylinders 20, 20.
Are communicated with the combustion chambers 24, 24 inside each of them.

A throttle valve 37 for adjusting the degree of opening of the intake passage 35 inside the intake pipe main body 32 is provided at a middle portion in the longitudinal direction of each intake pipe main body 32. The air 13 can be sucked into the combustion chamber 24 inside the internal combustion engine 10 through the air intake opening 36, the intake passages 25 and 35, and the throttle valve 37.

In each of the left and right cylinder 20 groups, the throttle valve 37 corresponding to each cylinder 20 is
They are juxtaposed vertically. Each of the above throttle valves 37
Is a cylindrical throttle body 41 supported by the intake pipe main body 32, which is provided at an intermediate portion in the longitudinal direction of each of the intake pipe main bodies 32, and penetrates the throttle body 41 up and down. A support shaft 42 supported by the throttle body 41 so as to be rotatable about the shaft center, and a support shaft 42 located in the intake passage 35 in the throttle body 41 and supported by the support shaft 42. A butterfly type valve element 43 that rotates together with the lever shaft 42; the opening degree of the intake passage 35 in the throttle body 41, that is, the throttle opening degree, can be adjusted by the rotation of the valve body 43; ing.

The support shafts 42 of the throttle valves 37 are linked to each other by a link mechanism (not shown).
It is linked to an accelerator operation unit (not shown). By the operator's operation on the operation unit, the throttle opening degrees of the respective throttle valves 37 are adjusted while being substantially equally synchronized with each other.

An electromagnetic fuel injection valve 47 that can supply fuel 46 to the combustion chambers 24 of the cylinders 20 through the intake passages 25 and 35, and a pressurized fuel that is supplied to the fuel injection valve 47. Pressure fuel supply means 48 is provided. The fuel injection valve 47 is attached to the throttle body 41 of each of the throttle valves 37 and receives the supply of the pressurized fuel 46 from the pressurized fuel supply means 48, while the fuel 46 is directed toward the intake passages 25 and 35. Can be ejected.

In each of the intake passages 25 and 35, in the single intake passage 25 and 35, the air 13 in the intake passages 25 and 35 downstream of the throttle valve 37.
Is provided with an intake pressure sensor 51 for detecting the negative pressure of the air. In each of the intake passages 25 and 35, a throttle opening sensor 52 for detecting the throttle opening of the throttle valve 37 is provided in a single intake passage 25 or 35.

An engine controller 53 for electronically controlling each of the fuel injection valves 47 based on the detection signals of the intake pressure sensor 51 and the throttle opening sensor 52 is provided. The sensor 52 is electrically connected to the control device 53 by wire harnesses 54 and 55 shown by two-dot chain lines in FIGS. These wire harnesses 54 and 55 are supported on an electric wire rack (not shown) supported by the crankcase 16 and the like. The fuel injection valve 47 is controlled by the control device 53 based on the detection signals of the sensors 51 and 52, such as the fuel injection timing, the injection period, the injection amount of the fuel 46, and the like.

In FIGS. 1 to 4,
A power supply device 57 that can supply power to an accessory load 56 such as an air conditioner is provided.

The power supply device 57 includes a generator 59, which is a flywheel magneto that outputs power in conjunction with the crankshaft 18 of the internal combustion engine 10. The generator 59 includes a stator 60 supported on an upper end of the crankcase 16, a rotor 61 fixed to an upper end of the crankshaft 18 and rotating about the axis 17 together with the crankshaft 18, A plurality of power generating coils 62 attached to the rotor 60 and arranged around the shaft center 17 and having the same capacity,
7 and a plurality of permanent magnets disposed in the vicinity of each of the power generation coils 62.

The plurality of power generation coils 62 provided in the single power generator 59 include a plurality of first coils 62a (a matte pattern).
And a plurality of second coils 62b (plain pattern), and the first coil 62a includes a wire harness 64.
A first battery 66 serving as a power supply for driving the internal combustion engine 10 is connected via the first rectifier regulator 65 and the first rectifier regulator 65, and the control device 53 is connected to the first battery 66. The above first rectifier regulator 6
Reference numeral 5 denotes a rectifier including a number of diodes and a control circuit illustrated as a CPU.

A power supply for the accessory load 56 is supplied to the second coil 62b group via a wire harness 68 and a second rectifier regulator 69 having the same configuration as the first rectifier regulator 65. 2
The battery 70 is connected, and the accessory load 56 is connected to the second battery 70.

The first rectifier regulator 65
The second rectifier regulator 69 and the second rectifier regulator 69 are housed in a common case 71, which is supported by the crankcase 16 of the internal combustion engine 10 together with the control device 53. The first battery 66 and the second battery 70
Are separated from each other, and these batteries 66 and 70 are connected in parallel to the group of power generation coils 62.

The first rectifier regulator 65 connected to the first coil group 62a and the first battery 66, and the second rectifier regulator 69 connected to the second coil group 62b, The fuses 72 and 73 are individually connected to the second battery 70.
Is interposed. The fuses 72 and 73 are detachably supported by a common case, respectively. The fuses 72 and 73 and the case are disposed above the group of intake pipes 31 and supported by the bracket 16 by the bracket. ing.

When the internal combustion engine 10 is driven, the intake valve 26 and the exhaust valve 28 in each of the cylinders 20 are appropriately opened / closed by a valve operating mechanism interlocked with the crankshaft 18 so that the internal combustion engine 10 External air 13 is drawn into the combustion chamber 24 of each cylinder 20 through the air suction opening 36, the intake passages 25 and 35, and the throttle valve 37, and at the same time, the fuel injection valve 47 causes the intake passage 25, The fuel 4 supplied to the combustion chamber 24 through
The fuel-air mixture is burned, and the combustion gas generated by this combustion is exhausted from the exhaust passage 27 through the interior of the case 8 and discharged below the water surface 2 as exhaust gas.

The driving force of the crankshaft 18 generated by the combustion in the combustion chamber 24 is applied to the power transmission means 1.
The boat 1 is propelled above the water surface 2 by being transmitted to the propeller 9 via the boat 1. The outboard motor 5 is an electric hydraulic unit, and is capable of tilt drive as described above.
Is tilted to match the propulsion state of

Further, in conjunction with the driving of the internal combustion engine 10, the generator 59 is linked, and the power output from the first coil 62 a group is transmitted via the wire harness 64, the first rectifier regulator 65, and the fuse 72. The first battery 66 is inputted and charged, and the second battery 66 is charged.
Electric power output from the coil 62b group is input to the second battery 70 via the wire harness 68, the second rectifier regulator 69, and the fuse 73, and is charged.

Then, the first battery 66 supplies power to the control device 53 to control the driving of the internal combustion engine 10, and the second battery 70 supplies power to the accessory load 56. The smooth propulsion of the ship 1 is continued.

Here, conventionally, the first and second batteries 6
The fuses are shared between the coils 6 and 70, and therefore, the current value (A) flowing through the fuses from the coil group to the first and second batteries 66 and 70 is large.

Generally, since the heat generated by the resistor is proportional to the square value (A ² ) of the current value, the large value (A ² )
² ) The fuse tends to be heated to a high temperature by the current of ² ).

Therefore, as described above, the plurality of power generating coils 62 are divided into a first coil 62a group and a second coil 62b group, and the first battery 66a is divided into the first coil 62a group.
Is connected to the second coil 62b group, and the second battery 70
And the first coil 62a group and the first battery 66
, And between the second coil 62b group and the second battery 70, fuses 72 and 73 are individually provided.

For this reason, for example, the first and second batteries 66 and 7 are separated from the first and second coils 62a and 62b.
The total current value (A) of the current values flowing toward 0 is the same as the conventional one, and the current value flowing through each of the fuses 72 and 73 is の of the current value (A). Then
The heat generated in each of the fuses 72 and 73 is a square value (１ ／) of the current value (１ ／ A) which is set to に as described above.
Proportional to A ^2), i.e., 1/4 from proportional to the value, the heating is the heat generation is proportional to the square of the value (A ²⁾ 1 is a conventional current (A) 1 / Therefore, the capacitance of each of the fuses 72 and 73 can be reduced to less than の of that of the related art.

Therefore, although the number of each of the fuses 72 and 73 becomes larger than that of the conventional fuse, it is smaller than 1/2 of the total capacity of the conventional fuse (80 A × 1), which is sufficiently small. (30 A × 2 = 60 A), so that the fuses 72 and 73 can be made compact as a whole, which is extremely useful in a ship propulsion machine which requires a small excess space and a compact size.

As described above, each of the fuses 72,
Since the current flowing through 73 can be reduced to less than 1/2, the cross-sectional area of each of the wire harnesses 64 and 68 connected to these fuses 72 and 73 can also be reduced to less than 1/2 of the conventional one.

Therefore, each of the above wire harnesses 64, 68
Because the cross-sectional area of the is reduced, its flexibility is improved,
Wiring work while bending them and securing a wiring space are facilitated.

Further, by reducing the size of the fuses 72 and 73 and reducing the thickness of the wire harnesses 64 and 68, the cost can be reduced.

As described above, each of the fuses 72,
The reference numeral 73 is provided above the intake pipe group 31 located outside the crankcase 16 of the internal combustion engine 10.

Therefore, the maintenance and inspection work for the fuses 72 and 73 can be easily performed from outside the internal combustion engine 10 and above the intake pipe 31 without being hindered by the crankcase 16 and the intake pipe 31. it can.

Further, since the fuses 72 and 73 are arranged near the top of the crankcase 16 above the group of intake pipes 31, the fuses 72 and 73 are attached to the fuses 72 and 73 when the ship 1 is propelled. Water is prevented from falling from below, which is beneficial for the life.

The winding specifications of the first coils 62a are the same, the winding specifications of the second coils 62b are the same, and the first coil 62a is the same.
The winding specifications of the second coil 2a and the second coil 62b are different from each other.

Here, in the outboard motor 5, the internal combustion engine 10
Since the space for disposing the power generation coil 62 is limited and it is difficult to increase the output of the power generation coil 62, one of the first and second batteries 66 and 70, which tends to be insufficiently charged, is used. First battery 6 which is a battery
6, among the first and second coils 62a and 62b corresponding to
While increasing the number of windings of the first coil 62a as one coil, reducing the number of turns of the second coil 62b as the other coil corresponding to the second battery 70 as the other battery, that is, as described above. The winding specifications are different from each other.

Accordingly, the first and second coils 62a and 62a can be used without greatly changing the output of the power generation coil 62.
The charging of the first and second batteries 66 and 70 by b is properly performed in accordance with the usage state of each of these batteries 66 and 70.

In FIG. 5, the first and second coils 62
Each of the winding specifications a and 62b will be described more specifically.

The first battery 66 by the controller 53
(The two-dot chain line in the figure) tends to increase as the rotation speed (rpm) of the internal combustion engine 10 increases.

Therefore, the characteristic of the output current (solid line in the figure) of the first coil 62a group for charging the first battery 66 is such that the output current always exceeds the current consumption by the control device 53 as the rotation speed increases. The winding specifications of each of the first coils 62a are determined so as to obtain this characteristic.

On the other hand, the second
The current consumption of the battery 70 (the three-dot chain line in the figure) tends to maintain a substantially constant value A regardless of the magnitude of the rotation speed of the internal combustion engine 10.

Therefore, the characteristic of the output current (solid line in the figure) of the second coil 62b group for charging the second battery 70 immediately exceeds the constant value A of the consumed current at a low rotation speed and a low speed. It is set to keep almost constant value regardless of the value of the rotation speed after that,
The winding specification of each second coil 62b is determined so as to obtain this characteristic.

According to the above configuration, the first coil 62a
The second coil 62b group, which is one of the coil group and the second coil group 62b, has a larger power generation output in the low engine speed region B than the first coil 62a group, which is the other coil group. It is like that.

Here, as described above, the current consumed by the accessory load 56 such as an air conditioner takes the above-mentioned large value A even when the internal combustion engine 10 is at a low speed.

Therefore, the second coil 62b is connected to the second battery 70 for supplying power to the accessory load 56.
If charging is performed by the group, the insufficient charging of the battery is resolved.

The first battery 66 and the second battery 70 are integrated into a single battery, and are connected to the fuses 72 and 73 in a parallel circuit as shown by a two-dot chain line in FIG. The integrated battery (either 66 or 70) may be connected.

The internal combustion engine 10 may have two cycles. In addition to the first and second coils 62a and 62B, another coil group may be provided, and the other coil group may be connected thereto via another fuse. May be connected.

Further, the winding specifications of the first coil 62a and the second coil 62b may be the same.

The following figures show the second to fourth embodiments. Each of these embodiments has many points in common with the first embodiment in configuration, operation, and effect.
Therefore, these common components are denoted by the same reference numerals in the drawings, and redundant description thereof will be omitted, and different points will be mainly described. In addition, the configuration of each part in each of these embodiments may be variously combined in view of the problems and effects of the present invention.

(Second Embodiment)

FIG. 6 shows a second embodiment.

According to this, in addition to the second rectifier regulator 69 in the first embodiment, an isolator 76 is provided, and the isolator 76 includes a number of diodes and a control circuit illustrated as a CPU. Irreversible two-aperture passive element.

The first and second batteries 66 and 70, which are separate from each other, are connected in parallel to the second coil 62b group via the isolator 76.
Fuses 73 and 77 are interposed between the battery and the first and second batteries 66 and 70, respectively.

Therefore, the first battery 66 is supplied with electric power from both the first and second coils 62a and 62b.

Therefore, the power source for driving the internal combustion engine 10 is more useful than the second battery 70 in propelling the boat 1 and tilting the boat propulsion unit (outboard motor 5). Insufficient charging of the first battery 66 is avoided, and the propulsion of the boat 1 and the tilt operation of the boat propulsion unit (outboard motor 5) can be obtained more reliably.

The first battery 66 may be used as a power supply for the accessory load 56, and the second battery 70 may be used as a power supply for driving the internal combustion engine 10.

(Third Embodiment)

FIG. 7 shows a third embodiment.

According to this, from the wire harness 68 between the fuse 73 and the second battery 70 to the wire harness 64 between the fuse 72 and the first battery 66
A first switch 79 is provided to allow current to flow only toward the other, and a second switch 80 is provided to allow current to flow only to the opposite direction. Both 79 and 80 are normally open (OF
It is a semiconductor switch of the type F).

The first coil 62a group and the first battery 6
And an electronic backup control device that closes (ON) the first switch 79 when the voltage value is equal to or less than a predetermined value (the first battery 66 is in an overdischarged state). 82 are provided. When the first switch 79 is closed, a part of the output current of the second coil 62b is supplied to the first battery 66 via the first switch 79 to perform backup charging. Insufficient charging of the battery 66 is prevented.

The second coil 62b group and the second battery 7
When a voltage between 0 and 0 is detected and this voltage value is equal to or less than a predetermined value (the second battery 70 is in an overdischarged state), the second switch 80 is closed (ON) by the backup control device 82. . When this second switch 80 is closed,
A part of the output current of the first coil 62a group is supplied to the second battery 70 via the second switch 80 to perform backup charging.
The shortage of the battery is prevented.

In the case of the one-battery type in which only the first battery 66 is provided among the first and second batteries 66 and 70, the backup control device 82
By detecting that the voltage between the second coil 62b group and the second battery 70 is 0, it is determined that only the first battery 66 is provided, and the first battery 66 is provided.
Switch 79 and second switch 80 are both closed (ON)
Thus, the first battery 66 is output via the first switch 79 by the output current of the second coil 62b group.
Is charged, and the second battery 66
Power is supplied to the accessory load 56 via the switch 80.

Therefore, the user can use the power supply device 57 without paying attention to whether it is a two-battery type or a one-battery type.

(Fourth Embodiment)

FIG. 8 shows a fourth embodiment.

According to this, from the wire harness 68 between the fuse 73 and the second battery 70 to the wire harness 64 between the fuse 72 and the first battery 66
Is provided with a diode 84 that allows a current to flow only toward.

For this reason, a part of the output current output from the second coil 62b group is supplied to the first battery 66 through the diode 84 to perform backup charging.

In the above case, since the diode 84 is connected to the output side of each of the fuses 72 and 73, the size of the fuses 72 and 73 can be reduced.

It is to be noted that the diode 84 may be provided so as to connect the respective output sides of the first rectifier regulator 65 and the second rectifier regulator 69, as indicated by a chain line in the figure. In this way, as compared with the case where the diode 84 is incorporated in the wiring of the wire harnesses 64 and 68 as shown by the solid line, the wiring work becomes easier, the cost can be reduced, and the space can be saved.

[0091]

The effects of the present invention are as follows.

According to a first aspect of the present invention, the power generator includes a plurality of power generating coils, and first and second batteries are connected to the power generating coil group, so that the power generating coil group is connected to the first and second batteries. In the power unit of the ship propulsion machine with a fuse

The plurality of power generating coils are divided into a first coil group and a second coil group, a first battery is connected to the first coil group, and a second battery is connected to the second coil group. Between the first coil group and the first battery; and
A fuse is separately provided between the second coil group and the second battery.

For this reason, for example, the total current value flowing from the first and second coil groups to the first and second batteries is the same as the conventional one, and the current value flowing through each fuse is the current value. 1/2 of the value. Then, the heat generated by each of the fuses is proportional to the square of the current value halved as described above, that is, proportional to the value of 1/4. Of the heat generated in proportion to 1, which is the value of the square of the power, and the capacity of each of the fuses can be reduced by the amount corresponding to the conventional one.
/ 2.

Therefore, although the number of each of the above fuses is larger than that of the conventional fuse, the number of fuses is larger than the total capacity of the conventional fuse.
The total capacity can be made sufficiently small, so that these fuses can be made smaller overall, which is extremely beneficial in ship propulsion machines where tight space is required and compactness is required.

Further, as described above, since the current flowing through each fuse can be made sufficiently small, the cross-sectional area of each of the wire harnesses connected to these fuses can be made sufficiently small as compared with the related art.

Therefore, since the cross-sectional area of each of the above-mentioned wire harnesses is reduced, the flexibility of the wire harnesses is improved, so that the wiring work while bending them and the securing of the wiring space are facilitated.

Further, the size of each of the above-mentioned fuses and the thinning of each of the wire harnesses make them inexpensive.

According to a second aspect of the present invention, the first and second batteries separated from each other are connected in parallel to the second coil group via an isolator, and the first and second batteries are connected between the isolator and the first and second batteries. Are individually provided with fuses.

For this reason, the first battery includes first,
Electric power is supplied from both of the second coil groups.

Therefore, it is possible to avoid a shortage of charge of the first battery, which is a power source for driving the internal combustion engine and is more useful than the second battery in propulsion of the ship. A practical effect can be obtained as a power supply device.

The invention according to claim 3 is characterized in that the first coil and the second coil
The winding specifications of each of the coils are different from each other.

Here, in the ship propulsion device, the space for disposing the power generating coil in the internal combustion engine is limited, and it is difficult to increase the output of the power generating coil.

Therefore, for example, while increasing the number of windings of one of the first and second coils corresponding to one of the first and second batteries which is apt to be insufficiently charged, The winding specifications are made different from each other as described above so as to reduce the number of turns of the other coil corresponding to the other battery.

Then, even if the output of the power generation coil is not largely changed, the first and second coils by the first and second coils can be used.
There is an effect that the charging of the batteries is properly performed according to the usage status of each of these batteries.

According to a fourth aspect of the present invention, one of the first coil group and the second coil group has a larger power generation output in a low engine speed region than the other coil group. It is.

Here, for example, the current consumed by an accessory load such as an air conditioner on a ship takes a certain large value even when the internal combustion engine that is the ship propulsion drive source is at a low speed.

Therefore, if the battery for supplying power to the accessory load is charged by the one coil group, the insufficient charge of the battery is eliminated.

[Brief description of the drawings]

FIG. 1 is an electric wiring diagram of a power supply device according to a first embodiment.

FIG. 2 is a side view of the outboard motor according to the first embodiment.

FIG. 3 is a plan view of the outboard motor according to the first embodiment.

FIG. 4 is a front view of the internal combustion engine of the outboard motor according to the first embodiment.

FIG. 5 is a graph showing a relationship between an internal combustion engine speed and various currents according to the first embodiment.

FIG. 6 is a diagram corresponding to FIG. 1 in a second embodiment.

FIG. 7 is a diagram corresponding to FIG. 1 in a third embodiment.

FIG. 8 is a diagram corresponding to FIG. 1 in a fourth embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Ship 2 Water surface 3 Hull 5 Outboard motor 9 Propeller 10 Internal combustion engine 16 Crankcase 20 Cylinder 31 Intake pipe 53 Control device 56 Accessory load 57 Power supply device 59 Generator 62 Generator coil 62a First coil 62b Second coil 64, 68 wire Harness 66 First battery 70 Second battery 72, 73, 77 Fuse 76 Isolator

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Masaru Suzuki 1400 Shimbashi-cho, Hamamatsu-shi, Shizuoka F-term in Sanshin Kogyo Co., Ltd. (reference) 5G060 AA20 BA02 BA06 BA08

Claims (4)

[Claims] 1. A generator includes a plurality of power generation coils, first and second batteries are connected to the power generation coil group, and a fuse is provided between the power generation coil group and the first and second batteries. In the power supply device for a ship propulsion device, the plurality of power generation coils are divided into a first coil group and a second coil group, and a first battery is connected to the first coil group.
A ship in which a second battery is connected to the second coil group, and fuses are separately provided between the first coil group and the first battery and between the second coil group and the second battery. Power supply for propulsion unit. 2. The first and second batteries, which are separated from each other, are connected in parallel to the second coil group via an isolator, and fuses are individually provided between the isolators and the first and second batteries. The power supply device in the boat propulsion device according to claim 1, wherein the power supply device is provided. 3. The winding specifications of the first coil and the second coil are different from each other.
A power supply device for a ship propulsion device according to item 1. 4. The power generator according to claim 3, wherein one of the first coil group and the second coil group has a larger power generation output in a low engine speed region than the other coil group. A power supply device in the boat propulsion device according to the above.