CA2228164A1 - Permanent magnet rotor alternator - Google Patents
Permanent magnet rotor alternator Download PDFInfo
- Publication number
- CA2228164A1 CA2228164A1 CA002228164A CA2228164A CA2228164A1 CA 2228164 A1 CA2228164 A1 CA 2228164A1 CA 002228164 A CA002228164 A CA 002228164A CA 2228164 A CA2228164 A CA 2228164A CA 2228164 A1 CA2228164 A1 CA 2228164A1
- Authority
- CA
- Canada
- Prior art keywords
- permanent magnets
- alternator
- rotor
- rotor hub
- assembly
- 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.)
- Abandoned
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Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
- H02K21/12—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Permanent Magnet Type Synchronous Machine (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Permanent Field Magnets Of Synchronous Machinery (AREA)
Abstract
A permanent magnet rotor alternator is disclosed having a one-piece, rotor hub/flywheel/starting gear. Three high permanence ceramic permanent magnets provide a rotor having a contiguous ring of twelve alternating poles which allows for higher alternator efficiency. The magnets are ceramic and are adhesively bound to the rotor hub, which is driven by an extended cran shaft. The rotor rotates within a wound stator assembly of which the laminated stator core is a part of the alternator's frame assembly, and thus, serves as a shield should a rotor magnet come loose.
Description
W O 97/08432 PCT~US96/13382 P~Rl\~A~ TM~(~NhT ROTOR ~T,IliRl~ATOR
"
~A~KGROU~D OFT~F T~'~V~TION
Field of t~l~ Tnv~nti~n The present invention relates generally to permanem magnet rotor alL~
for internal combustion engines and more particularly to a ~e~ magnet rotor s alL~ ator wherein the rotor hub is an integral part of the flywheel\starting gear of the int~rn~l combustion engine.
nP.c. . ~ i"n of th-o Prior Art Many ~ulollloli~e type al~ alol., use wound stator and rotor assemblies. An electrom~gn~otir force is produced in and around the rotor windings by ~flmitting current through the rotor windings. As the m~gn~tic field produced in the S~)illl~illg rotor couples with the wi~ , at the stator, current is in~lllrecl in the stator windings.
Alternators such as this require brushes or slip rings to ,.-~i-.l~i-- a closed circuit for ~lmitting the current .-~cess~.~ in the rotor while it is spinning. These m~ch~nic~l connections are vulnerable to wear and corrosion. Electrical noise is cornmon as well, which may effect other sensitive electronics common to modern automobiles.
r~. .-.~..~-.1 magnet rotor alL~ atol~, do not require that a current be supplied to the rotor. The field inherent to, and genelat~d by the m~gnPtir material inducescurrent in the stator as the magnet poles move in respect to the stator windings.
Rec~llse current need not be supplied to the rotor, slip rings and brushes are not required. Hence, the noise and wear associated with these ~ 01~7 employing theseelements are elimin~t~cl.
It should be appreciated by those skilled in the art, that although traditional regulating means for wound rotor systems, e.g. control of field current in rotorWill~lillg'" are not applicable to p.~ --l magnet rotor Z~ 7~ other means, such 2s as those impl~ iu~ bipolar SCR devices, a bridge rectifier, and associated cu.;ui~
have been employed efficiently and reliably. Regulation is achieved by shorting the W O 97/08432 PCT~US96/13382 output current so as to not exceed the system requirements, while at t_e same time .~sllring that the battery does not become short circuited.
pt;""~ magnet rotor ~llr~ .",ln,~ and magnetos have been used succes~fully for many years in small industrial engines and marine applications. While the rotor is s often an integral part of a flywheel/starting gear, the prior art systems have several drawbacks. Typically, a cup-shaped rotor assembly is used. Individual m~gnet~ are ~tt~h~d to the "cup" at the inner rim, and an annular gear is welded or press-fit to t_e outer rim for allowing the gear to be driven by a starting motor. In systems such as this, the stator is internal to the rotor assembly, thereby leaving the external spi~ g 0 rotor assembly exposed. This arrangement is bulky and L,reSellL~ potential hazards should a magnet become loose when ~ l~ing at high rpm. The loss of a magnet could make the system dyn~mi~lly unstable as well. An additional shroud may be used toprotect against a projected m~n~t but a shroud adds to the buLk, expense, and complexity of the system. Examples of p~tent~d prior art devices may be seen in U.S.
Patent Number 4,345,553 (Magrane et al.); U.s. Patent Number 3,955,550, (Carlsson); U.S. Patent Number 3,140,413, (Terry et a/.); U.s. Patent Number 2,976,439, (Ki~kh~efer); and U.S. Patent Number 2,856,550 (Phelon).
T~ oN
It is therefore an object of tbe present invention to provide an improved pe~ magnet rotor alternator.
A further object of this invention is to provide an improved permanent magnet rotor ~ ,r in which the rotor hub is an integral part of the flywheel/starting gear of an internal combustion engine.
It is another object of this invention to provide an improved pe~ allel,L magnetrotor alLe~l.aLor of reduced complexity.
"
~A~KGROU~D OFT~F T~'~V~TION
Field of t~l~ Tnv~nti~n The present invention relates generally to permanem magnet rotor alL~
for internal combustion engines and more particularly to a ~e~ magnet rotor s alL~ ator wherein the rotor hub is an integral part of the flywheel\starting gear of the int~rn~l combustion engine.
nP.c. . ~ i"n of th-o Prior Art Many ~ulollloli~e type al~ alol., use wound stator and rotor assemblies. An electrom~gn~otir force is produced in and around the rotor windings by ~flmitting current through the rotor windings. As the m~gn~tic field produced in the S~)illl~illg rotor couples with the wi~ , at the stator, current is in~lllrecl in the stator windings.
Alternators such as this require brushes or slip rings to ,.-~i-.l~i-- a closed circuit for ~lmitting the current .-~cess~.~ in the rotor while it is spinning. These m~ch~nic~l connections are vulnerable to wear and corrosion. Electrical noise is cornmon as well, which may effect other sensitive electronics common to modern automobiles.
r~. .-.~..~-.1 magnet rotor alL~ atol~, do not require that a current be supplied to the rotor. The field inherent to, and genelat~d by the m~gnPtir material inducescurrent in the stator as the magnet poles move in respect to the stator windings.
Rec~llse current need not be supplied to the rotor, slip rings and brushes are not required. Hence, the noise and wear associated with these ~ 01~7 employing theseelements are elimin~t~cl.
It should be appreciated by those skilled in the art, that although traditional regulating means for wound rotor systems, e.g. control of field current in rotorWill~lillg'" are not applicable to p.~ --l magnet rotor Z~ 7~ other means, such 2s as those impl~ iu~ bipolar SCR devices, a bridge rectifier, and associated cu.;ui~
have been employed efficiently and reliably. Regulation is achieved by shorting the W O 97/08432 PCT~US96/13382 output current so as to not exceed the system requirements, while at t_e same time .~sllring that the battery does not become short circuited.
pt;""~ magnet rotor ~llr~ .",ln,~ and magnetos have been used succes~fully for many years in small industrial engines and marine applications. While the rotor is s often an integral part of a flywheel/starting gear, the prior art systems have several drawbacks. Typically, a cup-shaped rotor assembly is used. Individual m~gnet~ are ~tt~h~d to the "cup" at the inner rim, and an annular gear is welded or press-fit to t_e outer rim for allowing the gear to be driven by a starting motor. In systems such as this, the stator is internal to the rotor assembly, thereby leaving the external spi~ g 0 rotor assembly exposed. This arrangement is bulky and L,reSellL~ potential hazards should a magnet become loose when ~ l~ing at high rpm. The loss of a magnet could make the system dyn~mi~lly unstable as well. An additional shroud may be used toprotect against a projected m~n~t but a shroud adds to the buLk, expense, and complexity of the system. Examples of p~tent~d prior art devices may be seen in U.S.
Patent Number 4,345,553 (Magrane et al.); U.s. Patent Number 3,955,550, (Carlsson); U.S. Patent Number 3,140,413, (Terry et a/.); U.s. Patent Number 2,976,439, (Ki~kh~efer); and U.S. Patent Number 2,856,550 (Phelon).
T~ oN
It is therefore an object of tbe present invention to provide an improved pe~ magnet rotor alternator.
A further object of this invention is to provide an improved permanent magnet rotor ~ ,r in which the rotor hub is an integral part of the flywheel/starting gear of an internal combustion engine.
It is another object of this invention to provide an improved pe~ allel,L magnetrotor alLe~l.aLor of reduced complexity.
2 PCT~US96/13382 It is yet another object of this invention to provide an il~ vved permanent magnet rotor alL~lllatol of greater inherent safety.
It is Sti11 another object of this invention to provide an improved pellllallellL
magnet rotor alLel~ with improved efficiency.
..
Briefly, these and other objects may be achieved by an al~elllatvr system with a perm~n~nt magnet rotor and wound stator, one-piece, flywheel/starting gear rotor assembly, lltili7in~ three high l~ "re ceramic pe..-.~ "l m~En~t~, each magnet being m~gnloti7.ocl with four all~lnating poles, and being adhesively bound to a rotor hub in an abutting relationship to create a continuous ring of twelve alLell~lg poles, and an external wound stator colll~lisillg a l~min~te~l core being part of a frame assembly which is secured directly to the engine block of an internal combustionengine.
Other objects and features of the present invention will be a~pal~ from the following ~let~ description of the pl~reil~d embodiment.
BRIF~ D~CR1PTION OF TRF DRA~NGS
The invention will be further described in conjull~;Lion with the accompanying drawings, in which:
Figure 1 is a rear view of a small internal combustion engine with a p~orm~n.ontmagnet rotor ~llr~ constructed in accold~lce with a ~lerell~d embodiment of the invention ~tt~chf--l thereto;
Figure 2 is a rear view of the integrated rotor hub in accordance with a r~llcd embodiment of the invention;
Figure 3 is a side view of the integrated rotor hub in accordance with a preferred embodiment of the invention;
2s Figure 4 is a rear view of the integrated rotor hub with permanent m~gnPts adhesively attached in accordance with a preferred embodiment of the invention;
W O 97/08432 PCT~US96/13382 Figure S is a side view of the hl~egl~lcd rotor hub with pe. In~nrlll magnets adhesively ~tt~ l in accordance with a plcrcllcd embodiment of the invention;
Figure 6 is a view of the stator assembly in accordance with a preferred embodiment of the invention;
s Figure 7 is a view of the rotor and stator assemblies in con~entric relation in accordance with a ~lef~l.cd embodiment of the invention;
Figure 8 is a view of the rotor and l~min~tifn stack in accoldallce with a plercilcd embodiment of the invention, intli-~ting flux direction;
Figure 9 is a cross-sectional view of the rotor and stator assemblies in concentric relation in accordance with a plcr._.lcd embodiment of the invention;Figure 10 is a rear view of the l~clll~l~el~ magnet rotor ~ r~ ol- in accordancewith a preferred embodiment of the invention;
Figure 11 is a general side view of the p~ magnet rotor alt~ Lol in accordance with a pl~ rcllcd embodiment of the invention.
n~,TATT,li,n n~,.SCR~PTION OF T~ PR~,P~RR~n ~l~RODIl\~l~T
With reference to the figures, wherein like reference llulllbcl~ inrlic~te like element~ throughout the several views and, in particular, with reference to Figure 1, a rear view of a small industrial internal combustion engine is depicted having a pPrm~n~nt magnet rotor ~ r~ ~-;1ol 10, according to the invention. Further depicted are end frame 12, tabs 14, driving boss 16 and starting motor 18. ~Itern~t-)r 10 is fixedly ~tt~h~-l to the engine block (not shown). The rotor assembly of alternator 10 is driven by a engine's cr~nk~h~ft (not shown). The crankshaft is extended axially from the engine to engage a rotor hub 20, which is an integral part of the engine ' s flywheel/starting gear. These ÇeaLules will be further described with reference to figures more revealing of these features.
Referring now to Figures 2 and 3, rear and side views, respectively, of the one-piece rotor hub/flywheel/starting gear are depicted. This integrated component of alL~,l.~Lol 10 will, from this point forward, be referred to simply as hub 20. Hub 20 W O 97/08432 PCT~US96/13382 has two cylindrical features which distinguish it from an ordinary flywheel/starting gear. First, extrusion 2Z of hub 20, extends axially from flywheel 24. Flywheel 24 has gear teeth 26 allowing flywheel 24 to serve as a starting gear. Second, is driving boss 16, as previously mentioned, which extends axially from extrusion 22. Use of the s term "extrusion" is not meant to describe a mz~mlf,~r~lring process, but rather, is merely meant to suggest a geom~trir~l relation. It is important to realize that ~lthollgh flywheel 24, gear teeth 26, eX.IlU~iOll 22 and driving boss 16 are in~lic?lte~ separately, they are all features integral to one-piece hub 20. Additionally, they are sy~ neLlical about, and centered along a single axis which is common to the crank~h~ft extension.
Also shown are screw holes 28 to allow coupling of a cooling fan which will be later shown. Driving boss 16 is drilled and tapped to create threaded holes 30, allowing for a load ..~"h~, to be ~tt~-~h.-~l to hub 20 for any number of illdu~Llial applir~tion~. The center of driving boss 16 is counter bored, as shown in Figure 9 at location 32.Throughout the depth of extrusion 22, hub 20 is m,.l~hin~d to allow for the cr~nk~h~fl extension, which is tapered and keyed, to securely mate to hub 20. The end of the exten~lecl cr,.nk~h~ft is threaded to allow a nut to secure hub 20 to the crankshaft's threaded portion which extends into the counter bored portion of driving boss 16.
Referring now to Figures 4 and 5, which depict rear and side views, respectively, of a complete rotor assembly 40, three ~ lll magnets 42, are shown~tt~l~hf~ around hub 20. Specifically, the magnets are set în a plane, around extrusion 22, wnich is remote from flywheel 24. Hub 20 is made of a mild steel and has sufficient mass so as not to saturate, with regard to m~gn~tic flux, and therefore allows for a low reluct,.nre flux path for the reslllting m,.gn.otic field. In this embodiment, magnets 42 may be Ferrimag 8A ceramic permanent magnets available from Crucible ~,.gTI~tiCS of ElizabeLlllowll7 Kentucky, or any commercially available high lc--~,.n~ e m~n~t High lG~"~ e magnets are ap~ro~liate for applications 3 where the magnets may be subjected to excessive vibrations and shocks because the magnet's flux illL~l~ily is not likely to be decreased. Magnets 42 are bound to hub 20 with a structural adhesive. Some adhesives suitable for this application are ELMS 702-98, available from F.n~intoering Systems Inc. of Worthington, Ohio, andLoctite 334, available -from Loctite Corporation of Rocky Hill, Conn~ctirllt.
Adhesives are used because they provide exceptional strength as well as excelleml~si.~ re to hllmi-1ity, salt spray and ch~ . Also, these adhesives are not likely s to sllccllmb to heat stress at high temE elaLuies and, therefore, they provide a secure means of att~rllm~ont The use of adhesives, rather than a more elaborate mechanical coupling means, simplifies the m~mlf~ctllring process and reduces the llulllbel of parts in the system, thus lowering costs.
Referring now to Figure 6, a view of a stator assembly 50, is depicted as it lo would appear prior to placement over magnets 42. Stator assembly 50 has acontinuously wound single stator circuit forming eleven stator poles, 52, and a l~min~tecl Cylinr1rir~1 core 54. The present embodiment employs #14 size magnet wire wound 25 turns around each of eleven stator poles. The direction of the turns reverses from one stator pole to the next. The reversal in pole w.~ld~llg is nrcess~ry because at the instant a magnet's polarity c~nges with respect to a given stator pole, adjacent stator poles experience the opposite change in mz~gn~tic polarity and, therefore, the current in-lllcetl in one stator pole is in the opposite direction to the current in~ ce-l in the adjacent stator poles. If the windings were in the same direction, the opposing ~.;Ull~llki would create a null field. It should be obvious to those skilled in the art that two or more stator circuits could be used such that the winding direction is arbitrary so long as the ~;Ullelll:i are added ~ropelly. Finished windings are epoxy coated and cured providing structural integrity and electrical isolation, adding to the security of the overall system. T ~min~tecl cylindrical core 54 is comprised of 35 pieces of M19C5 elrctrir~l steel, each l~min~t~ being 2.22 cm thick. A further feature of core 54 is an 2s arched intrusion 56, which sacrifices a twelfth stator pole. Arched intrusion 56 allows room to accommodate the pinion gear of starter 18 (not shown) when not en~ging gear teeth 26. In other words, the pinion gear is stored in this area. ~-Figure 7 depicts a view of stator assembly 50 and rotor assembly 40 in proper concentric relation. Magnets 42 are shown in~ tin~ how they are polarized.
Namely, each of the three magnets 42, are m~gn~ti7~d with four ~ .".f i..g poles, NS-r SN-NS-SN. The three magnets combined, create twelve poles of alternate polarity.
s To ,ni"i---i~ flux losses, in this in~t~nre, a gap no greater than 0.0762 cm is "~;"~ od between magnets 42, and stator poles 52. Also, because m~gn~t~ 42, are arranged radially about extrusion 22 to form a continuous ring of alLelllaLillg polarity, no reduction in flux hl~ellsiLy is experienced be~w~ell each of m~net~ 42, rçsnlting in higher al~elllatol efficiencies, Prior art systems use separated, individual m~gn~t.~, o usually having ferrous material be~w~ell each m~gn~t Rec~n~e the ferrous material has some reluctance, the flux i~ siLy from one magnet to another is reduced signifi~ntly before çh~n~in~ polarity. Figure 8 depicts the direction of flux in the rotor assembly and the stator assembly as in~ ted by the arrows and the dashed lines 55. For clarity, the stator windings are not shown.
s Rerel~h~g now to Figure 9, a cross-section~l view of stator assembly 50 and rotor assembly 40 are shown, in proper concentric relation, through the axis of hub 20.
It can be seen that hub 20 is m~hin.od for the tapered, keyed, and threaded crankshaft extension as previously mentioned. These features are clearly seen in the cross-section generally in-lir~t~rl at location 58. Also depicted are m~nPt~ 42, screw holes 28 and threaded holes 30.
Figure 10 depicts the rear view of alternator 10. Shown is a partial ~;uL~w~y ofend frame 12. Cooling fan 60, having eight fan blades 62, is shown attached to hub 20. Spacer ring 64 is likewise exposed and is circular but for a protrusion 66.
Spacer ring 64 is vented (venting not shown) to allow the air being drawn through 2s alternator 10 by fan 60 to be exh~n~ted. Starting motor 18, pinion gear 68, pinion ret~ining ring 70, and pinion shaft 72 are shown. Pinion gear 68 is positioned within intrusion 56 and protrusion 66. When starting motor 18 is energized, pinion 68 is drawn fol~ld to engage gear teeth 26. A nut 74 is shown fastened to the threadedend 78 of crankshaft 76 to secure rotor assembly 40 to the cr~nk~h~f~
Referring now to Figure 11, which generally depicts a side view of alternator 10, fan 60, stator poles 52, end frame 12, spacer ring 64, and a front end s frame 80, are shown in an off-center cross-section to reveal more of the internal components than a profile could reveal. End frame 12 r,nates to l~min~t.orl core 54, which, in turn, mates to spacer ring 64, which, in turn, mates to front end frame 80.
The entire assembly is secured by bolts placed through holes in tabs 14 and screwed into threaded holes in front end frame tabs 82. This arrangement allows for lo ~ A~ 10tobecompletelyt~ rnhledandl~ r-,.hled, if n~ce.~,.. y, quicklyand easily.
~ lth~ lgh the present invention has been fully described in connection with the pler~ d embodiment thereof, with ler~rellce to the accompanying drawings, it is to be noted that various ~h~nge~ and mo-lifi~tion~ are a~ellL to those skilled in the art.
Such changes and modifications are to be understood as included within the scope of the present invention as defined by the appended clairns, unless they depart therefrom.
It is Sti11 another object of this invention to provide an improved pellllallellL
magnet rotor alLel~ with improved efficiency.
..
Briefly, these and other objects may be achieved by an al~elllatvr system with a perm~n~nt magnet rotor and wound stator, one-piece, flywheel/starting gear rotor assembly, lltili7in~ three high l~ "re ceramic pe..-.~ "l m~En~t~, each magnet being m~gnloti7.ocl with four all~lnating poles, and being adhesively bound to a rotor hub in an abutting relationship to create a continuous ring of twelve alLell~lg poles, and an external wound stator colll~lisillg a l~min~te~l core being part of a frame assembly which is secured directly to the engine block of an internal combustionengine.
Other objects and features of the present invention will be a~pal~ from the following ~let~ description of the pl~reil~d embodiment.
BRIF~ D~CR1PTION OF TRF DRA~NGS
The invention will be further described in conjull~;Lion with the accompanying drawings, in which:
Figure 1 is a rear view of a small internal combustion engine with a p~orm~n.ontmagnet rotor ~llr~ constructed in accold~lce with a ~lerell~d embodiment of the invention ~tt~chf--l thereto;
Figure 2 is a rear view of the integrated rotor hub in accordance with a r~llcd embodiment of the invention;
Figure 3 is a side view of the integrated rotor hub in accordance with a preferred embodiment of the invention;
2s Figure 4 is a rear view of the integrated rotor hub with permanent m~gnPts adhesively attached in accordance with a preferred embodiment of the invention;
W O 97/08432 PCT~US96/13382 Figure S is a side view of the hl~egl~lcd rotor hub with pe. In~nrlll magnets adhesively ~tt~ l in accordance with a plcrcllcd embodiment of the invention;
Figure 6 is a view of the stator assembly in accordance with a preferred embodiment of the invention;
s Figure 7 is a view of the rotor and stator assemblies in con~entric relation in accordance with a ~lef~l.cd embodiment of the invention;
Figure 8 is a view of the rotor and l~min~tifn stack in accoldallce with a plercilcd embodiment of the invention, intli-~ting flux direction;
Figure 9 is a cross-sectional view of the rotor and stator assemblies in concentric relation in accordance with a plcr._.lcd embodiment of the invention;Figure 10 is a rear view of the l~clll~l~el~ magnet rotor ~ r~ ol- in accordancewith a preferred embodiment of the invention;
Figure 11 is a general side view of the p~ magnet rotor alt~ Lol in accordance with a pl~ rcllcd embodiment of the invention.
n~,TATT,li,n n~,.SCR~PTION OF T~ PR~,P~RR~n ~l~RODIl\~l~T
With reference to the figures, wherein like reference llulllbcl~ inrlic~te like element~ throughout the several views and, in particular, with reference to Figure 1, a rear view of a small industrial internal combustion engine is depicted having a pPrm~n~nt magnet rotor ~ r~ ~-;1ol 10, according to the invention. Further depicted are end frame 12, tabs 14, driving boss 16 and starting motor 18. ~Itern~t-)r 10 is fixedly ~tt~h~-l to the engine block (not shown). The rotor assembly of alternator 10 is driven by a engine's cr~nk~h~ft (not shown). The crankshaft is extended axially from the engine to engage a rotor hub 20, which is an integral part of the engine ' s flywheel/starting gear. These ÇeaLules will be further described with reference to figures more revealing of these features.
Referring now to Figures 2 and 3, rear and side views, respectively, of the one-piece rotor hub/flywheel/starting gear are depicted. This integrated component of alL~,l.~Lol 10 will, from this point forward, be referred to simply as hub 20. Hub 20 W O 97/08432 PCT~US96/13382 has two cylindrical features which distinguish it from an ordinary flywheel/starting gear. First, extrusion 2Z of hub 20, extends axially from flywheel 24. Flywheel 24 has gear teeth 26 allowing flywheel 24 to serve as a starting gear. Second, is driving boss 16, as previously mentioned, which extends axially from extrusion 22. Use of the s term "extrusion" is not meant to describe a mz~mlf,~r~lring process, but rather, is merely meant to suggest a geom~trir~l relation. It is important to realize that ~lthollgh flywheel 24, gear teeth 26, eX.IlU~iOll 22 and driving boss 16 are in~lic?lte~ separately, they are all features integral to one-piece hub 20. Additionally, they are sy~ neLlical about, and centered along a single axis which is common to the crank~h~ft extension.
Also shown are screw holes 28 to allow coupling of a cooling fan which will be later shown. Driving boss 16 is drilled and tapped to create threaded holes 30, allowing for a load ..~"h~, to be ~tt~-~h.-~l to hub 20 for any number of illdu~Llial applir~tion~. The center of driving boss 16 is counter bored, as shown in Figure 9 at location 32.Throughout the depth of extrusion 22, hub 20 is m,.l~hin~d to allow for the cr~nk~h~fl extension, which is tapered and keyed, to securely mate to hub 20. The end of the exten~lecl cr,.nk~h~ft is threaded to allow a nut to secure hub 20 to the crankshaft's threaded portion which extends into the counter bored portion of driving boss 16.
Referring now to Figures 4 and 5, which depict rear and side views, respectively, of a complete rotor assembly 40, three ~ lll magnets 42, are shown~tt~l~hf~ around hub 20. Specifically, the magnets are set în a plane, around extrusion 22, wnich is remote from flywheel 24. Hub 20 is made of a mild steel and has sufficient mass so as not to saturate, with regard to m~gn~tic flux, and therefore allows for a low reluct,.nre flux path for the reslllting m,.gn.otic field. In this embodiment, magnets 42 may be Ferrimag 8A ceramic permanent magnets available from Crucible ~,.gTI~tiCS of ElizabeLlllowll7 Kentucky, or any commercially available high lc--~,.n~ e m~n~t High lG~"~ e magnets are ap~ro~liate for applications 3 where the magnets may be subjected to excessive vibrations and shocks because the magnet's flux illL~l~ily is not likely to be decreased. Magnets 42 are bound to hub 20 with a structural adhesive. Some adhesives suitable for this application are ELMS 702-98, available from F.n~intoering Systems Inc. of Worthington, Ohio, andLoctite 334, available -from Loctite Corporation of Rocky Hill, Conn~ctirllt.
Adhesives are used because they provide exceptional strength as well as excelleml~si.~ re to hllmi-1ity, salt spray and ch~ . Also, these adhesives are not likely s to sllccllmb to heat stress at high temE elaLuies and, therefore, they provide a secure means of att~rllm~ont The use of adhesives, rather than a more elaborate mechanical coupling means, simplifies the m~mlf~ctllring process and reduces the llulllbel of parts in the system, thus lowering costs.
Referring now to Figure 6, a view of a stator assembly 50, is depicted as it lo would appear prior to placement over magnets 42. Stator assembly 50 has acontinuously wound single stator circuit forming eleven stator poles, 52, and a l~min~tecl Cylinr1rir~1 core 54. The present embodiment employs #14 size magnet wire wound 25 turns around each of eleven stator poles. The direction of the turns reverses from one stator pole to the next. The reversal in pole w.~ld~llg is nrcess~ry because at the instant a magnet's polarity c~nges with respect to a given stator pole, adjacent stator poles experience the opposite change in mz~gn~tic polarity and, therefore, the current in-lllcetl in one stator pole is in the opposite direction to the current in~ ce-l in the adjacent stator poles. If the windings were in the same direction, the opposing ~.;Ull~llki would create a null field. It should be obvious to those skilled in the art that two or more stator circuits could be used such that the winding direction is arbitrary so long as the ~;Ullelll:i are added ~ropelly. Finished windings are epoxy coated and cured providing structural integrity and electrical isolation, adding to the security of the overall system. T ~min~tecl cylindrical core 54 is comprised of 35 pieces of M19C5 elrctrir~l steel, each l~min~t~ being 2.22 cm thick. A further feature of core 54 is an 2s arched intrusion 56, which sacrifices a twelfth stator pole. Arched intrusion 56 allows room to accommodate the pinion gear of starter 18 (not shown) when not en~ging gear teeth 26. In other words, the pinion gear is stored in this area. ~-Figure 7 depicts a view of stator assembly 50 and rotor assembly 40 in proper concentric relation. Magnets 42 are shown in~ tin~ how they are polarized.
Namely, each of the three magnets 42, are m~gn~ti7~d with four ~ .".f i..g poles, NS-r SN-NS-SN. The three magnets combined, create twelve poles of alternate polarity.
s To ,ni"i---i~ flux losses, in this in~t~nre, a gap no greater than 0.0762 cm is "~;"~ od between magnets 42, and stator poles 52. Also, because m~gn~t~ 42, are arranged radially about extrusion 22 to form a continuous ring of alLelllaLillg polarity, no reduction in flux hl~ellsiLy is experienced be~w~ell each of m~net~ 42, rçsnlting in higher al~elllatol efficiencies, Prior art systems use separated, individual m~gn~t.~, o usually having ferrous material be~w~ell each m~gn~t Rec~n~e the ferrous material has some reluctance, the flux i~ siLy from one magnet to another is reduced signifi~ntly before çh~n~in~ polarity. Figure 8 depicts the direction of flux in the rotor assembly and the stator assembly as in~ ted by the arrows and the dashed lines 55. For clarity, the stator windings are not shown.
s Rerel~h~g now to Figure 9, a cross-section~l view of stator assembly 50 and rotor assembly 40 are shown, in proper concentric relation, through the axis of hub 20.
It can be seen that hub 20 is m~hin.od for the tapered, keyed, and threaded crankshaft extension as previously mentioned. These features are clearly seen in the cross-section generally in-lir~t~rl at location 58. Also depicted are m~nPt~ 42, screw holes 28 and threaded holes 30.
Figure 10 depicts the rear view of alternator 10. Shown is a partial ~;uL~w~y ofend frame 12. Cooling fan 60, having eight fan blades 62, is shown attached to hub 20. Spacer ring 64 is likewise exposed and is circular but for a protrusion 66.
Spacer ring 64 is vented (venting not shown) to allow the air being drawn through 2s alternator 10 by fan 60 to be exh~n~ted. Starting motor 18, pinion gear 68, pinion ret~ining ring 70, and pinion shaft 72 are shown. Pinion gear 68 is positioned within intrusion 56 and protrusion 66. When starting motor 18 is energized, pinion 68 is drawn fol~ld to engage gear teeth 26. A nut 74 is shown fastened to the threadedend 78 of crankshaft 76 to secure rotor assembly 40 to the cr~nk~h~f~
Referring now to Figure 11, which generally depicts a side view of alternator 10, fan 60, stator poles 52, end frame 12, spacer ring 64, and a front end s frame 80, are shown in an off-center cross-section to reveal more of the internal components than a profile could reveal. End frame 12 r,nates to l~min~t.orl core 54, which, in turn, mates to spacer ring 64, which, in turn, mates to front end frame 80.
The entire assembly is secured by bolts placed through holes in tabs 14 and screwed into threaded holes in front end frame tabs 82. This arrangement allows for lo ~ A~ 10tobecompletelyt~ rnhledandl~ r-,.hled, if n~ce.~,.. y, quicklyand easily.
~ lth~ lgh the present invention has been fully described in connection with the pler~ d embodiment thereof, with ler~rellce to the accompanying drawings, it is to be noted that various ~h~nge~ and mo-lifi~tion~ are a~ellL to those skilled in the art.
Such changes and modifications are to be understood as included within the scope of the present invention as defined by the appended clairns, unless they depart therefrom.
Claims (26)
1. An alternator for use with an internal combustion engine, comprising:
a rotor assembly;
a stator assembly; and a housing, said housing having means to secure said stator assembly to said housing and to align said stator assembly with said rotor assembly, said rotor assembly comprising a rotor hub and a plurality of permanent magnets, said rotor hub having a disk portion and having gear teeth arranged annularly along a perimeter of said disk portion, and a cylinder portion extending longitudinally from said disk along a rotational axis of said disk, said permanent magnets being fixedly attached to said rotor hub and arranged on an outer peripheral surface of said cylinder portion, said stator assembly comprising a wound stator circuit in a cylindrical core and said cylinder portion with said permanent magnets of said rotor assembly being arranged within and concentric to said cylindrical core of said stator assembly.
a rotor assembly;
a stator assembly; and a housing, said housing having means to secure said stator assembly to said housing and to align said stator assembly with said rotor assembly, said rotor assembly comprising a rotor hub and a plurality of permanent magnets, said rotor hub having a disk portion and having gear teeth arranged annularly along a perimeter of said disk portion, and a cylinder portion extending longitudinally from said disk along a rotational axis of said disk, said permanent magnets being fixedly attached to said rotor hub and arranged on an outer peripheral surface of said cylinder portion, said stator assembly comprising a wound stator circuit in a cylindrical core and said cylinder portion with said permanent magnets of said rotor assembly being arranged within and concentric to said cylindrical core of said stator assembly.
2. The alternator of claim 1 characterized in that said permanent magnets are magnetized with at least one pair of alternating poles.
3. The alternator of claim 1 characterized in that said permanent magnets are high remanence ceramic permanent magnets.
4. The alternator of claim 2 characterized in that said permanent magnets are high remanence ceramic permanent magnets.
5. The alternator of claim 1 characterized in that said permanent magnets are adhesively fixed to said rotor hub.
6. The alternator of claim 2 characterized in that said permanent magnets are adhesively fixed to said rotor hub.
7. The alternator of claim 3 characterized in that said permanent magnets are adhesively fixed to said rotor hub.
8. The alternator of claim 1 characterized in that said permanent magnets form a contiguous ring of alternating magnetic polarity.
9. The alternator of claim 1 characterized in that said rotor hub contains means to attach a cooling fan.
10. The alternator of claim 1 characterized in that said rotor hub includes means for connecting to a crankshaft.
11. The alternator of claim 1 characterized in that said housing means comprises said laminated metallic core.
12. A permanent magnet rotor, comprising:
a metallic base means for rotating about an axis; and a plurality of permanent magnets secured to said base, each of said plurality of permanent magnets being in an abutting relationship with each other and arranged to circularly surround an outer peripheral surface of said base.
a metallic base means for rotating about an axis; and a plurality of permanent magnets secured to said base, each of said plurality of permanent magnets being in an abutting relationship with each other and arranged to circularly surround an outer peripheral surface of said base.
13. The permanent magnet rotor of claim 12 characterized in that said plurality of permanent magnets are secured to said base with an adhesive.
14. The permanent magnet rotor of claim 12 characterized in that said plurality of permanent magnets are ceramic magnets.
15. The permanent magnet rotor of claim 12 characterized in that said abutting permanent magnets form a contiguous ring of alternating magnetic polarity.
16. An alternator for use with an internal combustion engine, comprising:
a rotor assembly; and a stator assembly, said rotor assembly comprising a rotor hub and a plurality of permanent magnets, said rotor hub having a disk portion and having gear teeth arranged annularly along a perimeter of said disk portion, and a cylinder portion extending longitudinally from said disk along a rotational axis of said disk, said permanent magnets being fixedly attached to said rotor hub and arranged on an outer peripheral surface of said cylinder portion, said stator assembly comprising a wound stator circuit in a cylindrical core and said cylinder portion with said permanent magnets of said rotor assembly being arranged within and concentric to said cylindrical core of said stator assembly.
a rotor assembly; and a stator assembly, said rotor assembly comprising a rotor hub and a plurality of permanent magnets, said rotor hub having a disk portion and having gear teeth arranged annularly along a perimeter of said disk portion, and a cylinder portion extending longitudinally from said disk along a rotational axis of said disk, said permanent magnets being fixedly attached to said rotor hub and arranged on an outer peripheral surface of said cylinder portion, said stator assembly comprising a wound stator circuit in a cylindrical core and said cylinder portion with said permanent magnets of said rotor assembly being arranged within and concentric to said cylindrical core of said stator assembly.
17. The alternator of claim 16 characterized in that said permanent magnets are magnetized with at least one pair of alternating poles.
18. The alternator of claim 16 characterized in that said permanent magnets are high remanence ceramic permanent magnets.
19. The alternator of claim 17 characterized in that said permanent magnets are high remanence ceramic permanent magnets.
20. The alternator of claim 16 characterized in that said permanent magnets are adhesively fixed to said rotor hub.
21. The alternator of claim 17 characterized in that said permanent magnets are adhesively fixed to said rotor hub.
22. The alternator of claim 18 characterized in that said permanent magnets are adhesively fixed to said rotor hub.
23. The alternator of claim 16 characterized in that said permanent magnets form a contiguous ring of alternating magnetic polarity.
24. The alternator of claim 16 characterized in that said rotor hub contains means to attach a cooling fan.
25. The alternator of claim 16 characterized in that said rotor hub includes means for connecting to a crankshaft.
26. The alternator of claim 16 characterized in that said housing means comprises said laminated metallic core.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US51692195A | 1995-08-18 | 1995-08-18 | |
| US08/516,921 | 1995-08-18 | ||
| PCT/US1996/013382 WO1997008432A2 (en) | 1995-08-18 | 1996-08-19 | Permanent magnet rotor alternator |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2228164A1 true CA2228164A1 (en) | 1997-03-06 |
Family
ID=29420740
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002228164A Abandoned CA2228164A1 (en) | 1995-08-18 | 1996-08-19 | Permanent magnet rotor alternator |
Country Status (3)
| Country | Link |
|---|---|
| KR (1) | KR19990036314A (en) |
| CA (1) | CA2228164A1 (en) |
| MX (1) | MX9800810A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106505816A (en) * | 2016-12-26 | 2017-03-15 | 重庆市渝展电气有限公司 | A kind of disk permanent magnet generator |
| CN113864066A (en) * | 2021-09-28 | 2021-12-31 | 中国航空发动机研究院 | Turbine generator and power system |
-
1996
- 1996-08-19 CA CA002228164A patent/CA2228164A1/en not_active Abandoned
- 1996-08-19 KR KR1019980700982A patent/KR19990036314A/en not_active Application Discontinuation
- 1996-08-19 MX MX9800810A patent/MX9800810A/en unknown
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106505816A (en) * | 2016-12-26 | 2017-03-15 | 重庆市渝展电气有限公司 | A kind of disk permanent magnet generator |
| CN106505816B (en) * | 2016-12-26 | 2023-05-12 | 重庆市渝展电气有限公司 | Disk type permanent magnet generator |
| CN113864066A (en) * | 2021-09-28 | 2021-12-31 | 中国航空发动机研究院 | Turbine generator and power system |
Also Published As
| Publication number | Publication date |
|---|---|
| KR19990036314A (en) | 1999-05-25 |
| MX9800810A (en) | 1998-04-30 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Dead |