TW200409860A - Engine with motor concurrently serving as power generator and control device thereof - Google Patents

Abstract

To realize downsizing of an engine with motor ACG and suppress increment in friction due to excessive power generation. Magnets 18 are provided on an outer periphery of a driving-side pulley 11 of a V-belt continuously variable transmission thereby the pulley is used as a rotor 39 of a motor ACG 33. A stator 19 is provided around the rotor 39. In accordance with increment in the number of engine revolutions, the position of the rotor 39 to the stator 19, i.e., the position of a movable pulley member 112 changes and an area of the stator 19 opposite to the rotor 39 is reduced, thus the rate of increment in power generation amount is reduced.

Description

200409860 (1) Description of the invention: [Technical field to which the invention belongs] The present invention relates to an engine with a motor and a generator and a control device thereof, and particularly to an engine with a motor and a generator that can reduce power generation friction during high rotation of the engine. And its controls. [Prior Art] To start the engine, a starting motor coupled to the crankshaft of the engine is used. This starter motor maintains the connection with the engine so that it can be used as a generator even after the engine starts to run on its own. The motor that doubles as a generator in this way can be used not only as an engine starter motor, but also as a drive source for a so-called hybrid car that uses the engine and the motor together. Japanese Patent Application Laid-Open No. Hei 8-25 1 7 0 8 discloses a hybrid vehicle in which a rotor of a motor is coupled to an input shaft of a stepless transmission, and a rotor of the motor is coupled to an engine via a clutch. In this hybrid vehicle, a clutch is provided in order to drive only the motor. [Summary of the Invention] (Problems to be Solved by the Invention) In an engine having a motor and a generator, the amount of power generation becomes excessive when the engine rotates at a high speed, thereby increasing power generation friction. As a result, the operating efficiency of the engine is reduced. In addition, the rotor of the motor and generator is combined with the stepless transmission or the crankshaft of the engine together with the stepless transmission. In other words, the engine crankshaft extension line is lined with motors and generators and stepless transmissions, so it has a drive section 5 312 / Invention Manual (Supplement) / 92-11 / 92123712 200409860. An object of the present invention is to provide an engine having a motor-generating generator and a control device thereof in view of the above-mentioned requirements, which can reduce the friction of power generation during high-speed rotation of the engine, and can reduce the width of the driving portion including the engine. (Means for Solving the Problems) In order to achieve the above object, the present invention relates to an engine with a motor and a generator having a V-belt stepless transmission including a drive-side pulley coupled to a crank shaft. The first feature includes: : The drive-side pulley is composed of a fixed pulley piece integrally coupled to the crank shaft, and a movable pulley piece that can be freely coupled to the crank shaft in the axial direction; and has an energizing mechanism that utilizes the above-mentioned crank The rotating centrifugal force of the shaft causes the movable pulley piece to be displaced on the fixed pulley piece side; the magnet is provided on the outer peripheral surface of the movable pulley piece; and the stator is composed of a magnetic pole and a stator coil arranged opposite to the magnet . According to the first feature, a magnet is provided on the outer periphery of the belt pulley of the stepless transmission to form a rotor of a motor and a generator. Therefore, it is not necessary to provide a rotor of a motor and a generator separately from the stepless speed reducer, and the number of parts can be reduced. At the same time, because the stator is arranged on the outer periphery of the pulley, the axial dimension of the crank shaft is shortened. In addition, with the increase in the number of engine rotations, the movable pulley discs are displaced, whereby the rotor is disengaged from the stator, and the facing area of the rotor and the stator is reduced. Therefore, the power generation amount does not increase with the increase in the number of engine rotations . Therefore, an increase in the amount of power generation can suppress an increase in engine friction. In addition, the second feature of the present invention includes that the energizing mechanism is a slant panel that is integrated with the crank shaft by an integral 6 312 / Invention Specification (Supplement) / 92-11 / 92123712 200409860; and the slant panel and the slant panel The movable pulley sheet is composed of a load roller sandwiched by a tapered surface formed to narrow the interval near the outer periphery, and has a magnet for sensing provided on the inclined plate on a side opposite to the load roller; And an angle sensor disposed opposite to the sensing magnet to detect a rotation angle of the inclined panel. According to the second feature, the magnetic force of the sensing magnet with respect to the angle sensor changes in response to the rotation angle of the inclined plate, and based on the magnetic force, the rotation angle of the inclined plate, that is, the angle of the crank shaft is detected. In addition, a third feature of the present invention includes the magnetic pole and the coil being provided only in a specified range in a circumferential direction of the stator, and in a range in a circumferential direction of the stator other than the specified range, the magnet is provided with the magnet provided on the movable pulley piece. The angle sensors are arranged facing each other and used to detect the rotation angle of the movable pulley plate. According to the third feature, the magnet formed as a part of the rotor directly acts on the angle sensor, and the angle can be detected more peripherally with respect to the rotor, so that high angle detection accuracy can be obtained. In addition, a fourth feature of the present invention includes: the energizing mechanism is formed by an inclined plate integrally coupled to the crank shaft; and the inclined plate and the movable pulley piece are formed so as to narrow a gap near an outer periphery. A load roller sandwiched by a tapered surface is provided with a sensing magnet provided on the inclined panel; and an angle sensor disposed opposite to the sensing magnet and detecting a rotation angle of the inclined panel At the same time, the stator is only set in a specified range in the circumferential direction. 7 312 / Invention Specification (Supplement) / 92-11 / 92123712 200409860 According to the fourth feature, the stator can be reduced in size, which is extremely beneficial to the arrangement freedom of the housings around the drive-side pulley of the stepless transmission. . Further, a fifth feature of the present invention includes: the engine control device includes an acceleration detection mechanism that detects an acceleration operation on the engine; and the stator coil is energized in response to an output of the acceleration detection mechanism to generate a magnetic flux direction with the magnet. The current passing mechanism of the magnetic flux in the same direction. According to the fifth feature, a magnetic attraction force is applied between the stator and the rotor by energization. Therefore, the displacement of the movable pulley plate of the stepless speed changer in the axial direction is suppressed, and the speed change characteristic stays on the low-speed side characteristic. As a result, acceleration with a high number of engine revolutions is made possible, and the shortage of torque due to rapid acceleration is eliminated to improve acceleration performance. [Embodiment] Hereinafter, the present invention will be described with reference to the drawings. FIG. 1 is a cross-sectional view of a power unit including an engine with a motor and a generator of the present invention, and FIG. 2 is an exploded front view of the motor and a generator (hereinafter, referred to as “motor ACG”) (in order to remove the cover of FIG. 2 Cover the figure you see in 30). The crank shaft 2 of the engine 1 is supported by bearings 4 and 5 fitted in a crank case 3. The crank shaft 2 is connected to a connecting rod 7 via a crank lock 6. A cooling fan 8 is fixed to one end of the crank shaft 2, and a driving cam driving sprocket 9 and a gear 10 for oil pump (not shown) are fixed between the cooling fan 8 and the bearing 4. A drive-side pulley 11 of a V-belt stepless speed changer (hereinafter referred to as a "stepless speed changer") is provided on the outside of the bearing 5. The drive-side pulley 1 1 includes a fixed pulley piece 111 and a movable pulley piece 112. Fixed pulley 8 312 / Invention Manual (Supplement) / 92-11 / 92123712 200409860 Sheet 1 1 1 is fixed near the end of the crank shaft 2 and is restricted by the crank shaft 2 from movement in either the rotation direction or the axial direction . On the other hand, although the movable pulley piece 1 1 2 is restricted in rotation in the rotation direction with respect to the crank shaft 2, it is combined in the shaft direction (sliding direction) to move within a specified range. A slant panel 12 is slidably attached to the movable pulley piece 112. The inclined panel 12 is integrated with the crank shaft 2 to rotate integrally. The sloping plate 12 and 2 are combined with the inner slant (slope) of the movable pulley piece Π 2 to form a tapered guide surface with a roller load 13 that narrows toward the outer periphery. An angle sensor 15 for detecting a rotation angle of the inclined plate 12, that is, a rotation angle of the crank shaft 2 is provided on a surface of the transmission case 14 facing the inclined plate 12. The inclined plate 12 is provided with a sensing magnet 16 that magnetically acts on the angle sensor 15. A yoke 17 is provided on the outer periphery of the movable pulley piece 1 12, and a plurality of magnets 18 are provided on the outer periphery of the yoke 17. A stator 19 is disposed on the outer periphery of the movable pulley piece 1 12 at a distance from the above-mentioned magnet 18. The stator 19 is fixed to the variable speed box 14 by the yoke bolt 2 0 0. The stator 19 is composed of a yoke 1 9 2 having a plurality of T-shaped irons 1 9 1 forming magnetic poles (18 in this case) and a three-phase stator coil 1 9 3 wound around the T-shaped iron 1 9 1. . With this structure, the movable pulley pieces 1 1 2 having the magnet 18 and the yoke 17 form a rotor 39, and together with the stator 19 constitute a motor ACG33. A pair of the drive-side pulleys 11 is provided as a pair of the driven-side pulleys 20 of the stepless transmission. A driven shaft 22 is rotatably supported by a bearing 21 fitted to the transmission case 14 and another bearing (not shown), and the driven side pulley 20 is fixed to the driven shaft 22. The driven-side pulley 20 is rotatably supported on the driven shaft 2 2 by bearings 2 3, 2 4; on the other hand, 9 312 / Invention Specification (Supplement) / 92-11 / 92123712 200409860 The moving shaft 22 has a fixed pulley piece 201 that restricts movement in the axial direction. In addition, it has a movable pulley piece 202 which is slidably supported in the axial direction of the driven shaft 22 via a fixed pulley piece 201. Brake pad support plates 27 are provided on the fixed pulley pads 21 to support the clutch brake pads 25, which are biased toward the outside due to centrifugal force. A cup-shaped member 28 having an inner peripheral surface to which the clutch brake pad 25 is abutted is fixed to the driven shaft 22. The combination of the cup-shaped member 28 and the clutch brake pad 25 is used to construct a telecentric clutch. The movable pulley piece 202 is pressed by the other end of the coil spring 28 held on the brake pad support plate 27, and the fixed pulley piece 201 is often energized. Both the drive-side pulley 11 and the driven-side pulley 20 are V-shaped pulleys, and a V-shaped belt 29 is hung between them. The driven shaft 2 2 is connected to a driving wheel, for example, a rear wheel of a motorcycle, through a reduction mechanism including a reduction gear 26. The stepless transmission is covered with a cover 30, which supports a foot starter 31. FIG. 3 is a block diagram showing the main parts of the engine control device. The ECU 32 includes an AC / DC converter 3 5 and a regulator 36 which convert the three-phase output AC of the motor A C G 3 3 into DC and adjust it to a voltage suitable for the battery 34. The battery 34 is charged with the adjusted voltage DC. In addition, the ECU 3 2 has a motor driving circuit formed by a set of three-phase bridge circuits composed of a three-phase bridge circuit composed of M0S-FETs that convert the DC supplied from the battery 34 into the AC for the driving of the motor ACG 3 3. 3 2 A throttle sensor based on the detection of the throttle opening 3 7 is used to perform acceleration judgment to control the speed change characteristics of the stepless transmission. 10 312 / Invention Manual (Supplement) / 92-11 / 92123712 200409860 Speed characteristic control unit 38. In addition to these, the ECU 32 also has functions necessary for driving the engine, such as an ignition control unit and an air-fuel ratio control unit of the engine. However, these are not unique structures of the present invention and may employ well-known structures, and are omitted here. These instructions. In operation, first, the motor A C G 3 3 is operated as a motor. Based on the rotation angle detected by the angle sensor 15, a current is sequentially supplied to the stator coil 1 9 3 by the motor driving circuit 4 2 to drive a rotor 3 composed of a movable pulley piece 1 1 2 having a magnet 18 9. The crankshaft of the engine 1 is coupled to the rotor of the motor ACG33. Therefore, the rotor 39 is rotated by the rotation of the rotor 39. When the number of ignition points is reached, the engine 1 is ignited and starts to run on its own. After the self-running started, the control system was switched to the generator side, so the motor ACG33 acted as an engine generator. As the number of engine rotations increases, the roller load 13 is forced to the outer peripheral direction by the centrifugal force, and the movable pulley piece 112 is biased to the fixed pulley piece 1 1 1 side. Thereby, the winding diameter of the V-shaped belt 29 is increased with respect to the driving-side pulley 11 and, on the other hand, it is decreased with respect to the driven-side pulley 20. That is, the reduction ratio is reduced and the driven-side pulley 20 speed is increased. When the rotation of the driven-side pulley 20 exceeds the number of consecutive rotations of the telecentric clutch, the clutch brake pad 25 abuts against the cup-shaped member 28 at a specified pressure and transmits the rotation to the driven shaft 22. Generally, the output voltage of a generator increases as the number of revolutions increases. However, in this embodiment, when the number of rotations of the engine 1 of the drive motor ACG increases, the movable pulley pieces 1 1 2 constituting the rotor 39 are biased relative to the stator 19, and the amount of power generation is increased in proportion to the increase in the number of rotations. Does not increase. That is, 11 312 / Invention Specification (Supplement) / 92-11 / 92123712 200409860 means that the increase in the amount of power generation can be suppressed to a lower level than the increase in the number of rotations of the engine. Therefore, it is also possible to suppress the boosting port of the power generation friction with an increase in the number of rotations. The acceleration detection unit 40 of the speed change characteristic control unit 38 monitors the change ratio of the output value of the throttle valve sensor 37, and outputs an acceleration detection signal when it is detected to be a predetermined value or more based on the ratio. The energization control unit 41 outputs the coefficient ratio for supplying the current to the stator coil 193 to the motor drive circuit 42 in response to the acceleration detection signal. The motor drive circuit 4 2 is energized to the stator coil 193 according to the supplied coefficient ratio. Here, a current set to generate a magnetic flux in the same direction as the magnetic flux direction of the magnet 18 is supplied so that the friction of the motor A C G is not increased. Fig. 4 is a sectional view showing the position of the drive-side pulley when the number of rotations of the engine is increased. The same reference numerals as those in Fig. 1 show the same or equivalent parts. When the number of rotations of the engine increases, as shown by arrow S, the movable pulley piece 1 1 2 is biased to the fixed pulley piece 1 1 1 side, and the winding diameter of the V-shaped belt 29 is increased. Then, the rotor 39 is detached from the stator 19. Therefore, as the number of rotations of the engine increases, the amount of bias also increases, thereby reducing friction. In addition, the structure in which the rotor 39 is biased toward the stator 19 can control the transmission characteristics of the stepless transmission. FIG. 5 is a diagram showing the relationship between the engine rotation number N e and the vehicle speed V when the throttle valve is fully opened, that is, the output of the stepless transmission. In the figure, when the throttle is fully opened, the number of engine revolutions Ne increases, and the vehicle speed V also increases with this. The characteristics of the increase in the number of engine revolutions N e and the vehicle speed V at this time depend on the characteristics of the low gear (L) side. Then, when the number of engine revolutions reaches N 1, the vehicle shifts to the high-end (Η) side characteristic, and along this high-end characteristic, the vehicle speed V increases. 12 312 / Invention Specification (Supplement) / 92-11 / 92123712 200409860 This shifting characteristic can control the magnetic attraction of the rotor 39 and the stator 19 (see Fig. 4) to change them. The magnetic attractive force is changed by energizing the stator coil. For example, magnetic attraction is provided to obtain timely shifting characteristics. Fig. 6 is a graph showing the relationship between the parameter Ne and the vehicle speed V when the magnetic attractive force is controlled to increase the acceleration characteristics. As shown in the figure, the engine rotation number N e shifts to the high-end characteristic when the number of engine rotations N e reaches the rotation number lower than the above-mentioned rotation number N 1 during the sudden opening operation. If this is left, it will directly go to the high-end characteristics with a low argument. In the high-end characteristics, the torque is small in the slot-side characteristics. Therefore, if extreme throttling is selected, the output torque may be insufficient. Here, an external force that suppresses the bias of the movable pulley piece 1 12 when a rapid opening is detected is prevented to prevent a sudden shift to the high-end characteristics. That is, when the engine rotation number N e becomes the rotation number N 2, the pulley plate 1 1 2 is slightly biased to the fixed pulley plate 1 1 1 side, and the characteristics of the engine N e and the vehicle speed V are in the middle. Therefore, according to this property, the number of engine revolutions N e increases, and the vehicle speed V also increases with this. When the number of engine revolutions Ne increases to reach the upper limit of the controllable range of rotation J, the shifting characteristics shift to the high-end characteristics, and thereafter, the energization of the stationary motor is stopped. In this way, when the throttle valve is suddenly opened at the time of starting, the characteristic torque is shifted in a proper torque manner, and the vehicle can be smoothly added. The controllable area is set in response to a force that can be applied to the sliding direction of the pulley 1 1 2 by the motor A C G 3 3. Figure 7 shows the speed-changing feature 312 / Invention Manual (Supplement) / 92-11 / 92123712 force (refer to the combined acceleration engine rotation throttle valve rotation speed N2 engine rotation output when the throttle valve is opened in the running state) Turning pi operation, so the number of movable leather rotation of the flow valve is intermediate, and when the k NLMT sub-coil is used to obtain 13 200409860 of the speed of the mobile leather. In the operating state of the engine rotation number N 3, if the throttle is opened quickly The valve will increase the number of engine revolutions according to the specified transmission characteristics. Therefore, when the number of engine revolutions N 1 is reached, the valve will gradually accelerate to the high-slot side characteristics. On the other hand, in the case of controlling by magnetic attraction, Due to the magnetic attraction, the transmission characteristics are close to the increase in the number of engine rotations and the small increase in the vehicle speed V, that is, the characteristics of the low-rise side. When the number of engine rotations Ne reaches the upper limit of the controllable area NLMT, Stop the energization of the stator coil 193, that is, shift to the high-end characteristics to change the speed. In this way, when the throttle valve is suddenly opened, acceleration is performed at a high engine rotation number, that is, high-torque acceleration is possible. Next, a modification will be described. In the above-mentioned embodiment, a magnet 16 is provided on the inclined plate 12 to act on the angle sensor 15. In the first modification, it takes effort to exclude the magnet 16. FIG. 8 is a front view of the motor ACG of the first modification, and the rotor 3 9 is shown briefly to avoid complication. In the same figure, the motor ACG 3 3 is composed of a stator 1 15 having 15 T-shaped irons 1 9 1 As a result, the T-shaped iron 1 91 is arranged at intervals of 20 degrees. Therefore, the T-shaped iron 1 91 is arranged over the entire circumference of the rotor 39, thereby creating a large space (a central angle of 60 degrees) in a part. Therefore, An angle sensor 15 is arranged in the space. The angle sensor 15 is arranged at the same interval as the T-shaped iron 1 9 1 and is opposed to the rotor magnet 18 from the outer periphery. The bracket 4 0 It is fixed to the yoke 192. According to this first modification, the sensor magnet 16 is not specifically provided, and the rotor magnet 18 can directly detect the rotor angle, so the number of parts can be reduced. In addition, because of the detection The position of the magnet 18 provided on the outermost periphery of the rotor 39 is 14 312 / invention Mingshu (Supplement) / 92-11 / 92123712 200409860 This can improve the precision. Next, the second modification will be described. Fig. 9 is a front view of the second modification, and Fig. 10 is a sectional view. In Fig. 10, In order to avoid complexity, the rotor is shown slightly. In both figures, the stator 19 of the generator 33a is not provided with the entire outer periphery of 39, and its magnetic poles are smaller than those of the first modification. That is, six T-shaped irons 1 9 1 are provided and are connected to the rotor. The central portion of the outer periphery of the center of 9 is within a range of 100 degrees). According to this second modification, 19 and the rotor 39 do not function as a motor, but may function as a generator. Therefore, when the engine is started, start the crankshaft 2 with the pedals. In this way, although there is no function as a starter motor, the size and weight of the generator are reduced. (Effects of the invention) According to the invention of the first scope of the patent application, it is not necessary to provide a rotor for a motor and a generator separately from the stepless structure, so the number of parts can be reduced, and the cost can be reduced. In addition, because the stator is arranged on the outer periphery of the pulley, the axial dimension of the crank shaft is shortened. This makes it possible to reduce the size and weight of an engine including a stepless engine with a motor and generator, and reduce inertia. In addition, since the amount of power generation does not increase with an increase in the number of engine revolutions, the increase in the amount of power generation can suppress the increase in engine size. According to the invention in item 2 of the scope of the patent application, the angle sensor and the magnet for detecting the angle of the rotor can be housed in a small-sized machine. In addition, according to the invention in the third scope of the patent application, the motor of 312 / Invention Specification (Supplement) / 92-11 / 92123712 is simplified to the rotor, and only the surrounding (in the stator actuator 3 1, but The speed can be realized in minutes. Therefore, when the speed is high, the magnet with a large specific friction can be turned into a part of the rotor 15 200409860. The magnet directly acts on the angle sensor and can detect the angle on the outer periphery relative to the crank shaft. Therefore, high-angle detection precision can be obtained. In addition, according to the invention in the scope of patent application No. 4, because the size of the stator can be reduced, it is extremely beneficial to the free arrangement of the housings and the like around the drive-side pulley of the stepless transmission. In addition, according to the invention of claim 5 in the scope of patent application, the magnetic attraction of the rotor from being abruptly released from the stator by energization is suppressed. As a result, the lack of torque due to rapid acceleration is eliminated. [Simplified description of the drawing] FIG. 1 is a diagram showing the operation of an engine including a motor and a generator in an embodiment of the present invention. Sectional view of the unit. Figure 2 is an exploded front view of the motor and generator. Figure 3 is a block diagram showing the main parts of the engine control device. Figure 4 is a section showing the position of the drive-side pulley when the number of engine revolutions is increased. Fig. 5 is a diagram showing the relationship between the number of engine revolutions Ne and the vehicle speed V when the throttle is fully opened. Fig. 6 is a diagram showing the relationship between the number of engine revolutions Ne and the vehicle speed V when the magnetic attractive force is controlled to increase the acceleration characteristics. FIG. 8 is a diagram showing the relationship between the number of engine revolutions Ne and the vehicle speed V in the operating state when the acceleration characteristics are increased. FIG. 8 is a front view of the motor ACG according to the first modification. FIG. 9 is a front view of the generator according to the second modification. 16 312 / Invention Specification (Supplement) / 92-11 / 92123712 200409860 A cross-sectional view. Figure 10 is a second variation of the generator (component symbol description) 1 Engine 2 Crank shaft 3 Crank case 4 Bearing 5 Bearing 6 Crank pin

7 Connecting rod 8 Cooling fan 9 Sprocket for cam drive 10 Gear 11 Drive-side pulley 12 Sloping panel 13 Drum load 14 Gearbox 15 Angle sensor 16 Magnet for sensing 17 Iron 18 Magnet 19 Stator 20 Drive-side pulley 2 1 Bearing 22 Driven shaft 17 312 / Invention specification (Supplement) / 92-11 / 92123712 200409860

23 bearing 24 bearing 25 clutch brake pad 26 reduction gear 27 brake pad support plate 28 cup member 29 V-shaped belt 30 cover 31 foot pedal 32 ECU 33 motor ACG 3 3a generator 34 battery 35 AC / DC replacement Flow regulator 36 Adjuster 37 Λ- / Γ Flow valve sensor 38 Variable speed characteristic control section 39 Rotor 40 Acceleration detection section (Fig. 3) 40 Bracket (Fig. 8) 41 Current control section 42 Motor drive circuit 111 Fixed pulley plate 112 Movable pulley 312 / Invention manual (Supplement) / 92-11 / 92123712 18 200409860 19 1 Steel plate 192 Iron 193 Three-phase stator coil 200 Coupling 20 1 Fixed pulley fin 202 Movable pulley NLMT upper limit rotation number N1 engine Number of revolutions N3 Number of engine revolutions Ne Number of engine revolutions V Speed 19 312 / Invention manual (Supplement) / 92-11 / 92123712

Claims (1)

200409860 Scope of patent application: 1. An engine with a motor and a generator, which is a V-belt type stepless variable speed engine with a generator and a drive-side belt pulley, which is characterized by: The drive side pulley is composed of the crank pulley piece integrally integrated with the movable pulley piece that can be displaced in the axial direction. It is also equipped with an energizing mechanism that uses the centrifugal rotation with the crank shaft to rotate the crank shaft. The fixed pulley piece side turns the movable pulley piece into a magnet, and is arranged on the outer peripheral surface of the movable pulley piece; and the stator is formed by magnetic poles and stator wires arranged opposite to the magnet. 2. The generator with a motor and a dual-use generator according to item 1 of the scope of patent application, wherein the energizing mechanism is integrally combined with the crank plate; and the inclined plate and the movable pulley plate are formed at a periphery to make the interval The load pinched by the narrowed tapered surface is rolled and has a magnet for measurement provided on the inclined panel on the side opposite to the load roller; and a magnet disposed opposite to the sensor for detecting the inclination Rotation angle sensor. 3. If the scope of the patent application for item 1 includes a motor and generator 312 / invention supplement) / 92-11 / 92123712 including the action position of the force of the fixed crank shaft with the crank shaft of the crank machine; Engine, the axis of the shaft is close to the sensing surface of the outer cylinder. 20 200409860 Among them, the magnetic poles and coils are provided only in the range of the circumferential direction of the stator, and in the circumferential direction of the stator other than the specified range. The range is arranged opposite to the magnet provided on the movable pulley piece, and an angle sensor for measuring the rotation angle of the movable pulley piece is used. 4. As cited in the scope of the patent application No. 1 where the motor and generator are used, the energizing mechanism is a plate integrated with the crank shaft; and the leaning plate and the movable pulley plate are used to support The periphery is formed by a load roller sandwiched by a tapered surface that narrows the interval, and has a sensing magnet provided on the inclined plate; and the sensing magnet is disposed opposite to the sensing magnet to detect the above. The angle sensor for the rotation angle of the inclined panel, and the stator is only set in a specified range in the circumferential direction. 5 · —A control device for an engine with a motor and a generator is a control device with a motor and a generator for any one of the patent scopes 1 to 4, which is characterized by having an acceleration detection mechanism, Detecting the acceleration operation on the engine; the energizing mechanism is configured to energize the fixed loop in response to the output of the acceleration detecting mechanism, and generates a beam in the same direction as the magnetic flux direction of the magnet. 312 / Explanation of invention (Supplement) / 92-11 / 92123712 Designated to check the magnetic properties of the guide wire of the beveled spine near the outer structure 21