CA1129926A - Unified generator-compressor assembly - Google Patents
Unified generator-compressor assemblyInfo
- Publication number
- CA1129926A CA1129926A CA389,069A CA389069A CA1129926A CA 1129926 A CA1129926 A CA 1129926A CA 389069 A CA389069 A CA 389069A CA 1129926 A CA1129926 A CA 1129926A
- Authority
- CA
- Canada
- Prior art keywords
- shaft
- flywheel
- hub member
- compressor
- clutch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Landscapes
- Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
Abstract
ELECTROMECHANICAL DEVICE
ABSTRACT OF THE DISCLOSURE
A pump such as a vehicle air conditioner compressor has a compressor shaft, a continuously engine-driven flywheel and means such as an electromagnetic clutch for selectively coup-ling the flywheel to the shaft to operate the pump. The fly-wheel also provides a permanent magnet field which field rot ates with the flywheel and induces in the windings of a rela-tively stationary annular stator assembly an electric voltage in response to the rotating magnetic field. The pump shaft, annular clutch actuating coil, annular stator assembly and permanent magnet flywheel are all generally concentrically disposed and in the order stated. The flywheel is driven any time that the engine is running thereby inducing a volt-age in the stator windings and that flywheel also drives the exemplary compressor when the clutch is actuated.
ABSTRACT OF THE DISCLOSURE
A pump such as a vehicle air conditioner compressor has a compressor shaft, a continuously engine-driven flywheel and means such as an electromagnetic clutch for selectively coup-ling the flywheel to the shaft to operate the pump. The fly-wheel also provides a permanent magnet field which field rot ates with the flywheel and induces in the windings of a rela-tively stationary annular stator assembly an electric voltage in response to the rotating magnetic field. The pump shaft, annular clutch actuating coil, annular stator assembly and permanent magnet flywheel are all generally concentrically disposed and in the order stated. The flywheel is driven any time that the engine is running thereby inducing a volt-age in the stator windings and that flywheel also drives the exemplary compressor when the clutch is actuated.
Description
- ~2~
--The present invention relates generally to a multi-purpose electromechanical device which provides a pumping function such as might be required in an air conditioning system as well as an electrical energy generating function to obviate the need for, for example, a separately driven vehicle alternator.
This is a division of copending Canadian Patent Application Serial No. 305,616, filed June 16, 1978.
This application is also related to my United States Patent No. 4,097,754, issued June 27, 1978, for "Short Pitch Alternator", assigned to the assignee of the present invention.
In the past, vehicles have included a prime mover, such as an internal combustion engine, which in addition to supplying energy to drive the vehicle, also provides energy to a number of other devices -through a maze of V-belts, pulleys and the like. Specifically, such an engine drives an electrical generator or alternator, a water pump, a power steering pump, an air conditioner pump or compressor, various anti-pollution devices and perhaps other devices.
The typical alternator will be engine-driven by way of a V-belt and a relatively small diameter pulley, ~or example, of the order of 2-1/2 inches in diameter.
The alternator typically therefor revolves at a relatively high speed generating a relatively high frequency alternating current voltage. With such a relatively high frequency alternating current voltage, stator core losses are relatively high and with such a small diameter pulley, belt slippage is a substantial problem. From at least a size standpoint, larger pulleys and lower frequencies have heretofore not been practical.
tm/;~
s~
~, ~ , ... .. . .
9~Z6 Compressors for vehicle air conditioning systems are typically also belt-driven from the engine by way of a pulley, which is selectively coupled to the compressor shaft by an electromagnetic clutch arrangement. Much of the time this electromagnetic clutch is not actuated and the compressor pulley and V-belt are "free wheeling", contributing nothing to the system except frictional losses. As compared to an alternator, the current compressor design is of a lesser number of revolutions per minute, greater pulley diameter (a six inch diameter pulley would not be uncommon) and a somewhat larger overall structure.
The larger pulley diameter and slower speed reduces belt slippage and related problems It is also known in the prior art, for example, in United States Patent No. 2,660,~65 to provide a common shaft for a pump and an electrical generator, however, such prior art approaches amounted to little more than placing the two machines end to end with the overall axial length, weight and cost being substantially the sum of those traits for the respective individual components.
Among the several objects of the present invention may be noted the provision of a single electromechanical device; the provision of a space, weight and cost saving arrangement; the provision of an alternator function of reduced frictional and eddy current losses as compared to the above-mentioned alternator systems; and the provision of an electromechanical device which provides an alternator function while lessening the noise associated with prior art alternators due to belt slippage and high speed of operation or rapid acceleration.
According to the present invention there is provided a unified compressor-generato.r assembly for a tm/ ,j -2-ehicle engine, the assembly including compressor means for compressing refrigerant in an automobile air conditioning system including a housing having an end face and a rotatable driving shaft extending from the end face, and a hub member rotatably supported on the shaft and adapted to be driven by the engine to rotate about the shaft. A flywheel is connected to a hub member and is rotatable therewith, the flywheel having an annular flange portion at the periphery thereof adjacent the housing end face, the flange portion having a support surface concentric with the shaft.
Generator rotor elements are supported on the support surface of the flywheel flange portion and a generator stator assembly is suppoxted on the housing end face concentrically within the rotor elements and surrounding the shaft. A selectively actuable clutch means is provided for drivingly coupling the hub member to the shaft, the clutch means including a portion fixedly secured to the shaft and rotatable therewith, a clutch plate adapted drivingly to engage the hub member and a coil concentrically surrounding the hub member and adapted when energized to urge the clutch plate into driving engagement with the hub member.
The exact nature of the present invention will become more clearly-apparent upon reference to the following detailed specification taken in connection with the accompanying drawings in which:
Fig. 1 is a perspective view of an electromechanical device which embodies the present invention in one preferred form;
Fig. 2 is an exploded view of the electromechanical tm/ ~, -3-~evice of ~ig. l;
Fig. 3 is a side view paxtiall~ in cross-section of the elec~romechanical device of Fig. l;
~ ig. 4 is an electrical schema~ic diagram partially in block form illus~ra~ing one electrical arrangement for ~he al-terna~or o~ the present invention; and ~ ig~ 5 is a side view par~ially in cross-section of another electromechanical device.
1~ Xn ~he several draw;ng views like reerenca n~merals ident~fy like parts. The ollowing is illus~rative o~ ~he invention in one fo~m and is not to be construed as limiting in an~ manrler.
In a vehicle the prime mover, such as an in~ernal com-bustion engine, has pulley 11 ~riven, for example, by ~he engine cran~ sh~ft, and ~n ~ig. 1 tha~ pulley is coupled by wa~ of V-~elt 13 to drive another pulley 15 whenever the engine is running. Pulley 15 ~xives ~he altexnator o~ ~he present invention whenever ~he engine is running, and when clutch arrangement 17 is actwa~ed, also drives a~ aix con-di~ioner co~pressor 19. T~ree leads 20, 22 and 24 extend from Delta connected al~ernator phase windings and a clutch energizing or c~ntrol lead 26 extends from a clutch act-.
ua~ing elec~romagnet to a thermosta~ ox control switch 32 for c1u~ch control. m e other ~lu~ch energiæing le~d may -be grounded. Thus, ~ig. ~ illustra~s a un~ied pump~gener-a~or structure and su~h a combined arrangement pxovides a compressor unction fox a ~ehicle air conditioning sys~em as well as a ge~erator ox alkernator ~unction for su~plying ~he vehicle electrical needs. ~he detailed construc~ion ana operation of such a combined arrangement will be mos~
- easily understood b~ considering ~igs. 2 and 3 toge~her.
\
The pump or compressor 19 has a housing 21 from which there is axially extending a drivable compressor actuating shaft 23, rotation of which actuates the compressor in a conven~ional manner. ~Iousing 21 also has fixedly attached thereto an annular senexator stator assembly 25 which com-prises a slotted laminated ma~netic core 27 having windings 29 disposed in the core slots. Still fur~her housing 21 has a~fixed there~o annular coil 31 which when energized creates a magnetic field to actua~e ~lutch 17. Shaft 23 may be thought o~ as rotating about imagina~y axis 33 and th2 annular coil 31 as well as the generator stator assembly 25 are attached ~o housing 21 concentric to 0~2 another a~d to axis 33. Si~ilarly, ~hese last two annular members are concentric with compressor crank shaf~ 23.
- Shaft 23 is ~ixed, for example, by key 35 in ~eyway 37, by threading, or bo~h, to membex 39. Such threaded attachm2nt ~:
may be facili~a~ed by nut 41 and ~hreads 43 on ~he compressor .
crank shaft. Still further, fixedly connected to member 39 and spaced therefrom is clutch support plate 4~O Clutch :;
suppor.~ plate 45 m~y be connec~ed to me~ber 39, for example, by bolts or rivets 4 7 ~ and ~his bolt or xivet ~7 may also a~ix one end o spring 4~ ~o the clu~ch suppor~ pla~e. ~s illustrated three such springs 49 have their end~ remote from ~he bol~æ or rivets 47 connected to clut~h plate 51. If shaft 23 is rotat~onally moti~nless so are member 39, clutch support plate 45, lea~ springs 4~ and clutch plate 51 However, clutch plate Sl may move axially somewhat due to the 1exing o~ springs 49 when the annular coil or clutch actuating coil 31 is energized. E~ergizing coil 31 dxaws clutch plate Sl axially toward sid~ sur~ace 53 of pulley 15 frictionally ~o engage surface 53 ~hereby connecting rot-atable member 55 ~ compressor crank shaft 23. When coil 31 . -5-~lZ9~
i5 deenergi~ed, fo~ example, by a manual or ~he;~os'ca'.,ic contxol (not shown), clutch plate 51 ~der ~h2 in~luence of springs 49 returns to its xes~ position and no longer frictionally engages surace 53. In this rest position compressor 19 is inacti~e, however, rota~a~le member 55 ~ree wheels about the axi~ 33 on a bearing 57.
Rotatable member 55 includes not only pulley 15, but also beari~g re~ainer spring 59, and generator rotor pox~ion 63, which includes flywheel 65 and a series of permanent . . ~
magnets 67~ which toge~her form a mul~i-pole xotor fo~ the alternator. Flywheel 65 may have ~he permanent magne~s 67 adhesively bonded to its in~xior rim. Flywheel 65 a~d its permanen~ magnets 6 7 are again concentric within reasonable limits with axis 33. Flywheel 65 may be prsvided with a plurali~ of air passing apertures 69 for cooling the gen-erator stator portion. A cooling f an may be mounted on member 65 to force air through holes 69 ~or applications in which.the ~ehicles main cooling fan is not favorably located with respec~ to this alternator. The air passing apertures have webs lying ~herebetween and these web p~r~ions may be be~ ~o orm a fan type struc~ure.~
When ~he fixed annular coil 31 is not energized to create a magnetic field, clutch 17 is motionless and ~he comp~essor 19 is qu~escent, e~en ~hough ~he engin~ is oper-ating and driving bel~ 13, ~o cause pulley 15, retainer 59, fl~wheel 65~ ana its associated permanent magnets 67 to ro-~ate about the stator 2S and induce a voltage in the windings ~herGo~. Energization of tha coil 31 causes clutch plate 51 to engage surface 53 o~ pulley 15 ~nd additionally, ~xic-tionally to drive clutch 17 and ~ompressor crank shaft 23.
Axial space sav.ing is accomplished b~ the nesting ofgenerator and compressor poxtions which is most readily seen ~.~LZ9926 in Fig. 3. Thus generator elements, such as the permanentmagnets 67 ànd stator 25, including stator laminations 27 and windings 29, are nested with and overlap somewhat magnetic clutch actuating coil 31 as well as bearing 57 and shaft engaging member 39. A substantial space saving and weight saving over merely an end to end connection of a generator and compressor is thereby achieved. It will be understood that electromagnets energized through slip rings on member 39 may be substituted for permanent magnets 67.
While many winding arrangements could be employed in the annular stator assembly 25, typical known alternators employ windings connected in a three-phase wye or star configuration with an ungrounded center point of that wye.
Six diodes are employed to couple such a wye connection to, for example, a vehicle storage battery with three of those diodes conducting current fxom one terminal of the battery to each of the three respective winding leads while three other -diodes couple those same three respective winding leads to the other side of the battery. Such a known winding connection would be perfectly suitàble for use in the present invention, however, Fig. 4 illus~rates another manner in which the windings may be connected and which connection may be preferred in some vehicle environments.
In Fig. 4 the three windings 29 are Delta connected with each winding junction, such as 71 coupled by way of a diode 73 to the positive terminal of storage battery 75. Voltage regulating circuit 77 may sense the voltage across the battery and provlde appropriate gating signals to silicon controlled rectifiers, such as 79, so as to pass or block charging current, depending upon the state of charge of the battery 75.
Fig~re 5 illustrates an embodiment, which is also described and is~claimed in above-identified paren-t Application Serial No. 305,616, and includes a fan blade 80 supported on a shaft 82 /tm,-" _7_ ~1~9~26 connec~ed to ~ pump 84 such as a vehicle ~ater pump having an impeller 87. Frame 84 of the water p~mp supports stator laminations 86 having windings 88 disposed ~herein. A
pulley 90 is engine dri~en and in tu~ drives a flywheel 92 supporting permanent magnets 94 to provide a generator or alternator operating s~stantially as previously described.
Mounting the alternator directly behind the vehicle cooling fan in this mannex allows excellent cooling of the alternator windings, silicon controlled rectifiexs and diodes~ The alterna~or rotor is common with ~he vehicle fan and water pump sh~ft.
Thus, while the presen~ invention ha-~ been de~cribed with respeck to a specific preferred embodiment, numerous modifications will suggest themselves ~o ~h~se of ordinary skil? in the art. ~or example, ~he illust~ated pxeferred embodiment is of an alternator-compressor, however, pumps - found in vehicles other than an air conditioner compressor pum~ might equally well be integratea with an alternator, or other ~ype genera~or advantageously according to ~he pr~ciples of the present invention. Also a bracket may upport the alternator when no compressor is presen~.
Accordin~ly, ~h~ scope o ~he present invenkion is to be measured only by that o~ ~he appendad claims.
--The present invention relates generally to a multi-purpose electromechanical device which provides a pumping function such as might be required in an air conditioning system as well as an electrical energy generating function to obviate the need for, for example, a separately driven vehicle alternator.
This is a division of copending Canadian Patent Application Serial No. 305,616, filed June 16, 1978.
This application is also related to my United States Patent No. 4,097,754, issued June 27, 1978, for "Short Pitch Alternator", assigned to the assignee of the present invention.
In the past, vehicles have included a prime mover, such as an internal combustion engine, which in addition to supplying energy to drive the vehicle, also provides energy to a number of other devices -through a maze of V-belts, pulleys and the like. Specifically, such an engine drives an electrical generator or alternator, a water pump, a power steering pump, an air conditioner pump or compressor, various anti-pollution devices and perhaps other devices.
The typical alternator will be engine-driven by way of a V-belt and a relatively small diameter pulley, ~or example, of the order of 2-1/2 inches in diameter.
The alternator typically therefor revolves at a relatively high speed generating a relatively high frequency alternating current voltage. With such a relatively high frequency alternating current voltage, stator core losses are relatively high and with such a small diameter pulley, belt slippage is a substantial problem. From at least a size standpoint, larger pulleys and lower frequencies have heretofore not been practical.
tm/;~
s~
~, ~ , ... .. . .
9~Z6 Compressors for vehicle air conditioning systems are typically also belt-driven from the engine by way of a pulley, which is selectively coupled to the compressor shaft by an electromagnetic clutch arrangement. Much of the time this electromagnetic clutch is not actuated and the compressor pulley and V-belt are "free wheeling", contributing nothing to the system except frictional losses. As compared to an alternator, the current compressor design is of a lesser number of revolutions per minute, greater pulley diameter (a six inch diameter pulley would not be uncommon) and a somewhat larger overall structure.
The larger pulley diameter and slower speed reduces belt slippage and related problems It is also known in the prior art, for example, in United States Patent No. 2,660,~65 to provide a common shaft for a pump and an electrical generator, however, such prior art approaches amounted to little more than placing the two machines end to end with the overall axial length, weight and cost being substantially the sum of those traits for the respective individual components.
Among the several objects of the present invention may be noted the provision of a single electromechanical device; the provision of a space, weight and cost saving arrangement; the provision of an alternator function of reduced frictional and eddy current losses as compared to the above-mentioned alternator systems; and the provision of an electromechanical device which provides an alternator function while lessening the noise associated with prior art alternators due to belt slippage and high speed of operation or rapid acceleration.
According to the present invention there is provided a unified compressor-generato.r assembly for a tm/ ,j -2-ehicle engine, the assembly including compressor means for compressing refrigerant in an automobile air conditioning system including a housing having an end face and a rotatable driving shaft extending from the end face, and a hub member rotatably supported on the shaft and adapted to be driven by the engine to rotate about the shaft. A flywheel is connected to a hub member and is rotatable therewith, the flywheel having an annular flange portion at the periphery thereof adjacent the housing end face, the flange portion having a support surface concentric with the shaft.
Generator rotor elements are supported on the support surface of the flywheel flange portion and a generator stator assembly is suppoxted on the housing end face concentrically within the rotor elements and surrounding the shaft. A selectively actuable clutch means is provided for drivingly coupling the hub member to the shaft, the clutch means including a portion fixedly secured to the shaft and rotatable therewith, a clutch plate adapted drivingly to engage the hub member and a coil concentrically surrounding the hub member and adapted when energized to urge the clutch plate into driving engagement with the hub member.
The exact nature of the present invention will become more clearly-apparent upon reference to the following detailed specification taken in connection with the accompanying drawings in which:
Fig. 1 is a perspective view of an electromechanical device which embodies the present invention in one preferred form;
Fig. 2 is an exploded view of the electromechanical tm/ ~, -3-~evice of ~ig. l;
Fig. 3 is a side view paxtiall~ in cross-section of the elec~romechanical device of Fig. l;
~ ig. 4 is an electrical schema~ic diagram partially in block form illus~ra~ing one electrical arrangement for ~he al-terna~or o~ the present invention; and ~ ig~ 5 is a side view par~ially in cross-section of another electromechanical device.
1~ Xn ~he several draw;ng views like reerenca n~merals ident~fy like parts. The ollowing is illus~rative o~ ~he invention in one fo~m and is not to be construed as limiting in an~ manrler.
In a vehicle the prime mover, such as an in~ernal com-bustion engine, has pulley 11 ~riven, for example, by ~he engine cran~ sh~ft, and ~n ~ig. 1 tha~ pulley is coupled by wa~ of V-~elt 13 to drive another pulley 15 whenever the engine is running. Pulley 15 ~xives ~he altexnator o~ ~he present invention whenever ~he engine is running, and when clutch arrangement 17 is actwa~ed, also drives a~ aix con-di~ioner co~pressor 19. T~ree leads 20, 22 and 24 extend from Delta connected al~ernator phase windings and a clutch energizing or c~ntrol lead 26 extends from a clutch act-.
ua~ing elec~romagnet to a thermosta~ ox control switch 32 for c1u~ch control. m e other ~lu~ch energiæing le~d may -be grounded. Thus, ~ig. ~ illustra~s a un~ied pump~gener-a~or structure and su~h a combined arrangement pxovides a compressor unction fox a ~ehicle air conditioning sys~em as well as a ge~erator ox alkernator ~unction for su~plying ~he vehicle electrical needs. ~he detailed construc~ion ana operation of such a combined arrangement will be mos~
- easily understood b~ considering ~igs. 2 and 3 toge~her.
\
The pump or compressor 19 has a housing 21 from which there is axially extending a drivable compressor actuating shaft 23, rotation of which actuates the compressor in a conven~ional manner. ~Iousing 21 also has fixedly attached thereto an annular senexator stator assembly 25 which com-prises a slotted laminated ma~netic core 27 having windings 29 disposed in the core slots. Still fur~her housing 21 has a~fixed there~o annular coil 31 which when energized creates a magnetic field to actua~e ~lutch 17. Shaft 23 may be thought o~ as rotating about imagina~y axis 33 and th2 annular coil 31 as well as the generator stator assembly 25 are attached ~o housing 21 concentric to 0~2 another a~d to axis 33. Si~ilarly, ~hese last two annular members are concentric with compressor crank shaf~ 23.
- Shaft 23 is ~ixed, for example, by key 35 in ~eyway 37, by threading, or bo~h, to membex 39. Such threaded attachm2nt ~:
may be facili~a~ed by nut 41 and ~hreads 43 on ~he compressor .
crank shaft. Still further, fixedly connected to member 39 and spaced therefrom is clutch support plate 4~O Clutch :;
suppor.~ plate 45 m~y be connec~ed to me~ber 39, for example, by bolts or rivets 4 7 ~ and ~his bolt or xivet ~7 may also a~ix one end o spring 4~ ~o the clu~ch suppor~ pla~e. ~s illustrated three such springs 49 have their end~ remote from ~he bol~æ or rivets 47 connected to clut~h plate 51. If shaft 23 is rotat~onally moti~nless so are member 39, clutch support plate 45, lea~ springs 4~ and clutch plate 51 However, clutch plate Sl may move axially somewhat due to the 1exing o~ springs 49 when the annular coil or clutch actuating coil 31 is energized. E~ergizing coil 31 dxaws clutch plate Sl axially toward sid~ sur~ace 53 of pulley 15 frictionally ~o engage surface 53 ~hereby connecting rot-atable member 55 ~ compressor crank shaft 23. When coil 31 . -5-~lZ9~
i5 deenergi~ed, fo~ example, by a manual or ~he;~os'ca'.,ic contxol (not shown), clutch plate 51 ~der ~h2 in~luence of springs 49 returns to its xes~ position and no longer frictionally engages surace 53. In this rest position compressor 19 is inacti~e, however, rota~a~le member 55 ~ree wheels about the axi~ 33 on a bearing 57.
Rotatable member 55 includes not only pulley 15, but also beari~g re~ainer spring 59, and generator rotor pox~ion 63, which includes flywheel 65 and a series of permanent . . ~
magnets 67~ which toge~her form a mul~i-pole xotor fo~ the alternator. Flywheel 65 may have ~he permanent magne~s 67 adhesively bonded to its in~xior rim. Flywheel 65 a~d its permanen~ magnets 6 7 are again concentric within reasonable limits with axis 33. Flywheel 65 may be prsvided with a plurali~ of air passing apertures 69 for cooling the gen-erator stator portion. A cooling f an may be mounted on member 65 to force air through holes 69 ~or applications in which.the ~ehicles main cooling fan is not favorably located with respec~ to this alternator. The air passing apertures have webs lying ~herebetween and these web p~r~ions may be be~ ~o orm a fan type struc~ure.~
When ~he fixed annular coil 31 is not energized to create a magnetic field, clutch 17 is motionless and ~he comp~essor 19 is qu~escent, e~en ~hough ~he engin~ is oper-ating and driving bel~ 13, ~o cause pulley 15, retainer 59, fl~wheel 65~ ana its associated permanent magnets 67 to ro-~ate about the stator 2S and induce a voltage in the windings ~herGo~. Energization of tha coil 31 causes clutch plate 51 to engage surface 53 o~ pulley 15 ~nd additionally, ~xic-tionally to drive clutch 17 and ~ompressor crank shaft 23.
Axial space sav.ing is accomplished b~ the nesting ofgenerator and compressor poxtions which is most readily seen ~.~LZ9926 in Fig. 3. Thus generator elements, such as the permanentmagnets 67 ànd stator 25, including stator laminations 27 and windings 29, are nested with and overlap somewhat magnetic clutch actuating coil 31 as well as bearing 57 and shaft engaging member 39. A substantial space saving and weight saving over merely an end to end connection of a generator and compressor is thereby achieved. It will be understood that electromagnets energized through slip rings on member 39 may be substituted for permanent magnets 67.
While many winding arrangements could be employed in the annular stator assembly 25, typical known alternators employ windings connected in a three-phase wye or star configuration with an ungrounded center point of that wye.
Six diodes are employed to couple such a wye connection to, for example, a vehicle storage battery with three of those diodes conducting current fxom one terminal of the battery to each of the three respective winding leads while three other -diodes couple those same three respective winding leads to the other side of the battery. Such a known winding connection would be perfectly suitàble for use in the present invention, however, Fig. 4 illus~rates another manner in which the windings may be connected and which connection may be preferred in some vehicle environments.
In Fig. 4 the three windings 29 are Delta connected with each winding junction, such as 71 coupled by way of a diode 73 to the positive terminal of storage battery 75. Voltage regulating circuit 77 may sense the voltage across the battery and provlde appropriate gating signals to silicon controlled rectifiers, such as 79, so as to pass or block charging current, depending upon the state of charge of the battery 75.
Fig~re 5 illustrates an embodiment, which is also described and is~claimed in above-identified paren-t Application Serial No. 305,616, and includes a fan blade 80 supported on a shaft 82 /tm,-" _7_ ~1~9~26 connec~ed to ~ pump 84 such as a vehicle ~ater pump having an impeller 87. Frame 84 of the water p~mp supports stator laminations 86 having windings 88 disposed ~herein. A
pulley 90 is engine dri~en and in tu~ drives a flywheel 92 supporting permanent magnets 94 to provide a generator or alternator operating s~stantially as previously described.
Mounting the alternator directly behind the vehicle cooling fan in this mannex allows excellent cooling of the alternator windings, silicon controlled rectifiexs and diodes~ The alterna~or rotor is common with ~he vehicle fan and water pump sh~ft.
Thus, while the presen~ invention ha-~ been de~cribed with respeck to a specific preferred embodiment, numerous modifications will suggest themselves ~o ~h~se of ordinary skil? in the art. ~or example, ~he illust~ated pxeferred embodiment is of an alternator-compressor, however, pumps - found in vehicles other than an air conditioner compressor pum~ might equally well be integratea with an alternator, or other ~ype genera~or advantageously according to ~he pr~ciples of the present invention. Also a bracket may upport the alternator when no compressor is presen~.
Accordin~ly, ~h~ scope o ~he present invenkion is to be measured only by that o~ ~he appendad claims.
Claims (5)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A unified compressor-generator assembly for a vehicle engine comprising:
compressor means for compressing refrigerant in an automobile air conditioning system including a housing having an end face and a rotatable driving shaft extending from said end face;
a hub member rotatably supported on said shaft and adapted to be driven by said engine to rotate about said shaft;
a flywheel connected to said hub member and rotatable therewith, said flywheel having an annular flange portion at the periphery thereof adjacent said housing end face, said flange portion having a support surface concentric with said shaft;
generator rotor elements supported on said support surface of said flywheel flange portion;
a generator stator assembly supported on said housing end face concentrically within said rotor elements and surrounding said shaft; and selectively actuable clutch means for drivingly coupling said hub member to said shaft, said clutch means including a portion fixedly secured to said shaft and rotatable therewith, a clutch plate adapted drivingly to engage said hub member, and a coil concentrically surrounding said hub member and adapted when energized to urge said clutch plate into driving engagement with said hub member.
compressor means for compressing refrigerant in an automobile air conditioning system including a housing having an end face and a rotatable driving shaft extending from said end face;
a hub member rotatably supported on said shaft and adapted to be driven by said engine to rotate about said shaft;
a flywheel connected to said hub member and rotatable therewith, said flywheel having an annular flange portion at the periphery thereof adjacent said housing end face, said flange portion having a support surface concentric with said shaft;
generator rotor elements supported on said support surface of said flywheel flange portion;
a generator stator assembly supported on said housing end face concentrically within said rotor elements and surrounding said shaft; and selectively actuable clutch means for drivingly coupling said hub member to said shaft, said clutch means including a portion fixedly secured to said shaft and rotatable therewith, a clutch plate adapted drivingly to engage said hub member, and a coil concentrically surrounding said hub member and adapted when energized to urge said clutch plate into driving engagement with said hub member.
2. The structure of claim 1 wherein the rotor elements include permanent magnet means for providing a rotating magnetic field.
3. The structure of claim 1 wherein the stator assembly includes a slotted laminated magnetic core and windings disposed in the core slots.
4. The structure of claim 1 wherein the rotatable hub member includes a pulley for coupling the generator rotor to a prime mover.
5. The structure of claim 1 wherein the rotatable hub member is provided with a plurality of air passing apertures for cooling the generator stator assembly.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA389,069A CA1129926A (en) | 1978-06-16 | 1981-10-29 | Unified generator-compressor assembly |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000305616A CA1119226A (en) | 1978-06-16 | 1978-06-16 | Unified generator-compressor assembly |
| CA389,069A CA1129926A (en) | 1978-06-16 | 1981-10-29 | Unified generator-compressor assembly |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1129926A true CA1129926A (en) | 1982-08-17 |
Family
ID=25668723
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA389,069A Expired CA1129926A (en) | 1978-06-16 | 1981-10-29 | Unified generator-compressor assembly |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1129926A (en) |
-
1981
- 1981-10-29 CA CA389,069A patent/CA1129926A/en not_active Expired
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4095922A (en) | Electro-mechanical device | |
| US4654551A (en) | Permanent magnet excited alternator compressor with brushless DC control | |
| US8820286B2 (en) | Lightweight portable electric generator with integrated starter/alternator | |
| US4965477A (en) | Integrated drive generator with permanent magnet generator on second shaft | |
| US4431931A (en) | Motor-vehicle alternator having a rotary inductor | |
| US3317765A (en) | Combination vehicle motor and electrical power unit | |
| US3694661A (en) | Ac generator directly coupled to an internal combustion engine | |
| JP2005318777A (en) | Ring-type starter/generator | |
| US20050046191A1 (en) | Lightweight portable electric generator | |
| US6199391B1 (en) | Magnetic clutch method and apparatus for driving a vehicle air conditioner | |
| US4642031A (en) | Alternator-compressor construction | |
| KR100349777B1 (en) | Starter for drive assemblies, more particularly internal combustion engines, and process for operating it | |
| US4990807A (en) | Integrated drive generator having magnet generator on second shaft | |
| US3652883A (en) | Vehicle power generator | |
| US4564092A (en) | Two speed, two pulley compressor drive clutch | |
| CA1129926A (en) | Unified generator-compressor assembly | |
| EP0204190A1 (en) | Drive arrangement for compressor of a transport refrigeration unit | |
| AU756482B2 (en) | Magnetic clutch method and apparatus for driving a vehicle air conditioner | |
| KR101891548B1 (en) | Split Supercharger | |
| CA1119226A (en) | Unified generator-compressor assembly | |
| US2156957A (en) | Power unit | |
| RU2265133C1 (en) | Automobile starter-generator | |
| JP3304969B2 (en) | Vehicle damping generator motor | |
| CN106787436B (en) | Flywheel type generator | |
| EP0652626A1 (en) | An electrical generator assembly |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |