JPS63305741A - Pawl shape of rotor core structure for automotive generator - Google Patents
Pawl shape of rotor core structure for automotive generatorInfo
- Publication number
- JPS63305741A JPS63305741A JP14280487A JP14280487A JPS63305741A JP S63305741 A JPS63305741 A JP S63305741A JP 14280487 A JP14280487 A JP 14280487A JP 14280487 A JP14280487 A JP 14280487A JP S63305741 A JPS63305741 A JP S63305741A
- Authority
- JP
- Japan
- Prior art keywords
- core
- width
- pawl
- rotor core
- claw portion
- 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.)
- Pending
Links
- 210000000078 claw Anatomy 0.000 claims description 44
- 230000002708 enhancing effect Effects 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 6
- 230000007423 decrease Effects 0.000 description 5
- 230000004907 flux Effects 0.000 description 5
- 238000003475 lamination Methods 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 235000004035 Cryptotaenia japonica Nutrition 0.000 description 1
- 244000146493 Cryptotaenia japonica Species 0.000 description 1
- 230000004323 axial length Effects 0.000 description 1
- 210000003323 beak Anatomy 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000005549 size reduction Methods 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
Landscapes
- Synchronous Machinery (AREA)
Abstract
Description
【発明の詳細な説明】
[産業上の利用分野]
本発明は、乗用車、バス、トラック、自動二軸車等の車
両に搭載される車両用発電機におけるロータコアの爪部
形状に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to the shape of a claw portion of a rotor core in a vehicle generator mounted on a vehicle such as a passenger car, bus, truck, or two-axle motor vehicle.
[従来技術及び発明が解決しようとする問題点]一般に
、この種の車両用発電機(オルタネータ)においては、
ケースブラケット側に固定したステータコイルの内周側
に、ロータコイルが巻装されたロータコアを回転自在に
軸承したものがある。[Prior art and problems to be solved by the invention] Generally, in this type of vehicle generator (alternator),
Some rotor cores, around which rotor coils are wound, are rotatably supported on the inner circumferential side of a stator coil fixed to the case bracket.
しかるに従来、ロータコアは、爪部先端が、第3図(イ
)に示す如く、ステータコイルの側端と一致するように
構成していたので、どうしても爪部全長が長くなってし
まい、この結果1重量が重くなる詐りでなく、ロータコ
アが高速回転した場合に、爪部が大きな遠心力を受けて
外方に歪んでしまうことになる。このため爪部とステー
タコア内周との間隙を大きくして、爪部がステータコア
に接触しないようにせざるを得す、高出力化の妨げとな
っている。また、爪部先端はステータコアのティースと
スロットとの交互の対向により振動し騒音を助長する原
因ともなっている。However, in the past, the rotor core was constructed so that the tips of the claws coincided with the side ends of the stator coils, as shown in FIG. Not only does the weight become heavier, but when the rotor core rotates at high speed, the claws receive a large centrifugal force and become distorted outward. Therefore, it is necessary to increase the gap between the claws and the inner periphery of the stator core to prevent the claws from coming into contact with the stator core, which is an obstacle to achieving high output. Furthermore, the ends of the claws vibrate due to the alternate opposition between the teeth and slots of the stator core, which is a cause of increased noise.
さらにこのロータコアの爪部(ボール)は、先細り状に
軸方向に突出して形成されているものであるが、従来、
このコア爪部の先端幅と基部幅との関係を検討したもの
がなく、単に経験的なもので決めていたため、小型軽量
化に加えて出力アツプが強く要望されている今日におい
て、最も適切な爪部形状の検討をすることは極めて有意
義なことである。Furthermore, the claws (balls) of the rotor core are tapered and protrude in the axial direction, but conventionally,
There was no study on the relationship between the tip width and the base width of the core claw, and the relationship was determined based solely on experience.In today's world, where there is a strong demand for increased output in addition to size reduction, it is the most appropriate method. It is extremely meaningful to consider the shape of the claw.
[問題を解決する手段]
本発明は上記の如き実情に鑑みて、創作された車両用発
電機におけるロータコアの爪部形状を提供することを目
的として創案されたものであって。[Means for Solving the Problems] In view of the above-mentioned circumstances, the present invention was created for the purpose of providing a shape of a claw portion of a rotor core in a created vehicle generator.
ステータコイルの内側に、軸方向に突出する先細り状の
コア爪部が形成されたロータコアを回転自在に設けてな
る車両用発電機において、前記コア爪部は、ステータコ
イルとの長さ方向のラップ率が1よりも小さくなるよう
短けし、軸回り方向の基部幅に対する先端部幅の割合が
略0.20〜0.45の範囲内となるように設定されて
いることを特徴とするものである。In a vehicle generator including a rotor core rotatably provided with a tapered core claw portion protruding in the axial direction formed inside the stator coil, the core claw portion overlaps with the stator coil in the length direction. It is characterized by being short so that the ratio is less than 1, and the ratio of the width of the tip to the width of the base in the axial direction is set to be within the range of approximately 0.20 to 0.45. be.
そして本発明は、この構成によって、高速回転時におい
てもコア爪部の形状をロスの少ない理想的形状にして、
低速回転時においても、高い出力化を達成できるように
したものである。With this configuration, the present invention makes the shape of the core claw part an ideal shape with less loss even during high-speed rotation,
This makes it possible to achieve high output even when rotating at low speeds.
[実施例] 次に1本発明の一実施例を図面゛に基づいて説明する。[Example] Next, an embodiment of the present invention will be described based on the drawings.
図面において、1は車両用の発電機であって、該発電機
1は、コア軸2に爪部3bが互いに対向するように圧入
固定された所謂ランドル型のロータコア3.該ロータコ
ア3に内装されるコイルボビン4、コイルボビン4に巻
装されるロータコイル5.ステータコイル6aが巻装さ
れるステータ6、刷子ホルダ7aに弾圧状に収容される
刷子7、刷子7が摺動するスリップリング8、発電され
た交流電流を整流するレクチファイア9、冷却ファン3
a等の各種部材によって構成されていることは何れも従
来通りである。In the drawings, reference numeral 1 denotes a generator for a vehicle, and the generator 1 includes a so-called rundle-type rotor core 3. which is press-fitted into a core shaft 2 with claws 3b facing each other. A coil bobbin 4 is installed inside the rotor core 3, and a rotor coil 5 is wound around the coil bobbin 4. A stator 6 around which a stator coil 6a is wound, a brush 7 that is compressively housed in a brush holder 7a, a slip ring 8 on which the brush 7 slides, a rectifier 9 that rectifies the generated alternating current, and a cooling fan 3
The construction of various members such as a is the same as before.
前記ロータコア3は、第2図(イ)、(ロ)。The rotor core 3 is shown in FIGS. 2(a) and 2(b).
第3図(イ)、(ロ)に示す如く外周先端縁のコア爪部
3bが軸方向に先細状に複数突設されて形成されており
、このコア爪部3bの外周面がステータコイル6aの内
周面に所定間隙を存して対面して回転するようになって
いる。As shown in FIGS. 3(A) and 3(B), a plurality of core claws 3b at the tip edge of the outer periphery are formed to protrude in a tapered shape in the axial direction, and the outer peripheral surface of the core claws 3b forms the stator coil 6a. The inner peripheral surfaces of the two are rotated facing each other with a predetermined gap between them.
さて、ステータコイル6aの軸方向の長さくステータ積
厚)をり、コア爪部3bのステータ積厚りに対向する部
位の長さをQとした場合、ラップ率αは、α=fi/L
で与えられる。そして、このラップ率αを種々変化させ
たものを用意して、コア爪部3bの歪み量H(外方へ拡
がり量)と出力電流Aを実際に測定した。(尚1本実験
の“ものは、後述の先細率βは0.30で実施している
)、そしてその結果を第5図、第6図に示すが、ロータ
コア3を高速回転(20,000rp■)させた時のコ
ア爪部3bの歪み量Hは、ラップ率αが小さくなるほど
殆んど直線的に低下していくことが判明した。一方、出
力電流Aについては、エンジンのアイドル運転時を想定
して低速回転(2,000rpm)させた時に、ラーツ
プ率αが略0.88のところまでは出力電流Aの低下が
殆んど無く、これ以下となった場合に出力電流Aの低下
が観測された。このことから、コア爪部3bの長さQを
、ステータコイル6aとコア爪部3bとのラップ率αが
略0.88を限界として短かくした場合に、爪歪み量H
は減少するが、出力電流の低下はないと言うことができ
る。従ってコア爪部3bは従来のものよりも短かくして
軽量化が達成できるうえに、ステータコイル6aとコア
爪部3bとの間隙を小さくして効率アップが計れことと
なる。なお、図中のQ、とQ2、H,とH2はそれぞれ
ラップ率αが1.00と0688のときのコア爪部の長
さと歪み量である。Now, if the axial length of the stator coil 6a (stator lamination thickness) is taken and the length of the portion of the core claw portion 3b opposite to the stator lamination thickness is Q, then the wrap ratio α is α=fi/L.
is given by Then, samples with various wrap ratios α were prepared, and the amount of strain H (amount of outward expansion) of the core claw portion 3b and the output current A were actually measured. (In this experiment, the taper ratio β described later was carried out at 0.30.) The results are shown in Figs. 5 and 6, and the rotor core 3 was rotated at high speed (20,000 rpm). ■) It was found that the amount of strain H in the core claw portion 3b decreases almost linearly as the wrap rate α becomes smaller.On the other hand, as for the output current A, when the engine is idling, When rotating at a low speed (2,000 rpm) assuming that From this, when the length Q of the core claw portion 3b is shortened to a limit of approximately 0.88 for the overlap ratio α between the stator coil 6a and the core claw portion 3b, the amount of claw distortion H
decreases, but it can be said that the output current does not decrease. Therefore, the core claw portion 3b can be made shorter than the conventional one to achieve weight reduction, and the gap between the stator coil 6a and the core claw portion 3b can be reduced to improve efficiency. Note that Q, Q2, H, and H2 in the figure are the length and strain amount of the core claw portion when the wrap ratio α is 1.00 and 0688, respectively.
そして、この様にコア爪部3bを短かくしても出力電流
Aの低下がないことの理由は、コア爪部3bが短かくな
った分の磁束の低下が、コア爪部3b先端面からステー
タコイル6aに至る磁束経路によって補われることによ
ると推考される。The reason why the output current A does not decrease even if the core claw portion 3b is shortened in this way is that the decrease in magnetic flux due to the shortened core claw portion 3b is caused by This is thought to be due to the fact that the magnetic flux is compensated for by the magnetic flux path leading to 6a.
次にコア爪部3bの先端部3cの幅をW、爪基部(根本
部) 3dの幅をWとした場合、その先細率βを、β=
w / Wで与えられる。そこで爪基部幅Wはそのま
まとし、先端部幅Wを種々変化させたことにより先細率
βの値が異なるコア爪部を用意し。Next, when the width of the tip portion 3c of the core claw portion 3b is W and the width of the claw base (base portion) 3d is W, the taper rate β is β=
It is given by w/W. Therefore, core claw parts with different values of taper ratio β were prepared by keeping the claw base width W as the same and varying the tip width W.
低速回転(2,000rpa+)時における先細率βと
出力電流Aとの相関関係を測定した。その結果を第7図
に示すが、先細率βが略0.35のところで最も高い出
力電流AがvA8111され、これをピークとしてそれ
よりも前後では何れも出力低下していることが認められ
た。そして実用上、低速回転域において要求されている
出力電流値(具体的には略42アンペア以上)からして
、先細率βは略0.20〜0.45の範囲内であること
が必要であり、この様にすることによって、極めて効率
が良く、高出力のものを軽量コンパクトに提供できるこ
とになる。The correlation between the taper ratio β and the output current A at low speed rotation (2,000 rpa+) was measured. The results are shown in Figure 7, where the highest output current A was vA8111 when the taper ratio β was approximately 0.35, and it was observed that the output decreased before and after this peak. . In practical terms, the taper ratio β needs to be within the range of approximately 0.20 to 0.45, considering the output current value required in the low-speed rotation range (specifically, approximately 42 amperes or more). By doing so, it is possible to provide an extremely efficient and high-output device in a lightweight and compact manner.
[作用効果コ
以上要するに1本発明は叙述の如く構成したものである
から、コア爪部の長さを短かくして軽量化が計れるうえ
に、高速回転時のロータコアの歪み量を小さく抑制し得
ると共に、コア爪部の、軸回り方向の基部幅に対する先
端部幅の割合を略0゜20〜0.45の範囲として、出
力電流をピーク値に設定し得ることとなり、従って優れ
た軽量高出力化が達成できることになる。さらに、ロー
タコアの爪部の振動を抑え騒音を低減することができる
。[Operations and Effects] In short, 1. Since the present invention is configured as described above, the length of the core claw portion can be shortened to reduce weight, and the amount of distortion of the rotor core during high-speed rotation can be suppressed to a small level. By setting the ratio of the tip width to the base width in the axial direction of the core claw in the range of approximately 0°20 to 0.45, it is possible to set the output current to the peak value, thus achieving excellent light weight and high output. can be achieved. Further, vibration of the claw portion of the rotor core can be suppressed and noise can be reduced.
図面は本発明に係る車両用発電機におけるロータコアの
爪部形状の一実施例を示したものであって、第1図は発
電機の断面図、第2図(イ)はコア爪部の斜視図、(ロ
)は爪部外周面の断面図。
第3図(イ)はα=1.00、(ロ)はα=0.88に
おける磁束の流れ状態図、第4図はコア爪部の歪み量を
示す説明図、第5図はラップ率と歪み量の関係図、第6
図はラップ率と出力電流の関係図、第7図は先細率と出
力電流の関係図である。
図中、lは発電機、3はロータコア、3bはコア爪部、
6aはステータコイル、αはラップ率、βは先細率、A
は出力電流、l(はコア爪部の歪み量。
w、Wはそれぞれコア爪部の先端部、基部の幅寸法であ
る。
特 許 出 願 人 株式会社 三ツ葉電機製作所第4
図
b
l91擾嘴工
別−R−導くThe drawings show an example of the shape of the claw portion of the rotor core in a vehicle generator according to the present invention, in which FIG. 1 is a cross-sectional view of the generator, and FIG. 2 (A) is a perspective view of the core claw portion. Figures 1 and (b) are cross-sectional views of the outer circumferential surface of the claw portion. Figure 3 (a) is a diagram of the flow of magnetic flux at α = 1.00 and (b) is a diagram of the flow of magnetic flux at α = 0.88, Figure 4 is an explanatory diagram showing the amount of distortion in the core claw, and Figure 5 is the wrap ratio. Relationship diagram between and amount of distortion, No. 6
The figure is a diagram showing the relationship between the wrap ratio and the output current, and FIG. 7 is the diagram showing the relationship between the taper ratio and the output current. In the figure, l is a generator, 3 is a rotor core, 3b is a core claw part,
6a is the stator coil, α is the wrap rate, β is the tapered rate, A
is the output current, l (is the amount of distortion of the core claw part, w and W are the width dimensions of the tip and base of the core claw part, respectively. Patent applicant: Mitsuba Electric Manufacturing Co., Ltd. No. 4
Figure b l91 beak construction-R-guidance
Claims (1)
のコア爪部が形成されたロータコアを回転自在に設けて
なる車両用発電機において、前記コア爪部は、ステータ
コイルとの長さ方向のラップ率が1よりも小さくなるよ
う短くし、軸回り方向の基部幅に対する先端部幅の割合
が略0.20〜0.45の範囲内となるように設定され
ていることを特徴とする車両用発電機におけるロータコ
アの爪部形状。In a vehicle generator including a rotor core rotatably provided with a tapered core claw portion protruding in the axial direction formed inside the stator coil, the core claw portion overlaps with the stator coil in the length direction. For vehicles, characterized in that the ratio is set to be shorter than 1, and the ratio of the tip width to the base width in the axial direction is set within the range of approximately 0.20 to 0.45. The shape of the claw part of the rotor core in a generator.
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP14280487A JPS63305741A (en) | 1987-06-08 | 1987-06-08 | Pawl shape of rotor core structure for automotive generator |
DE19883819341 DE3819341A1 (en) | 1987-06-08 | 1988-06-07 | AC GENERATOR FOR MOTOR VEHICLES |
CA000568807A CA1303106C (en) | 1987-06-08 | 1988-06-07 | Alternating current generator for automotive vehicles |
GB8813442A GB2205693B (en) | 1987-06-08 | 1988-06-07 | Alternating current generator for automotive vehicles and method of manufacturing same |
FR8807639A FR2616278A1 (en) | 1987-06-08 | 1988-06-08 | ALTERNATOR FOR MOTOR VEHICLES |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP14280487A JPS63305741A (en) | 1987-06-08 | 1987-06-08 | Pawl shape of rotor core structure for automotive generator |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS63305741A true JPS63305741A (en) | 1988-12-13 |
Family
ID=15324024
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP14280487A Pending JPS63305741A (en) | 1987-06-08 | 1987-06-08 | Pawl shape of rotor core structure for automotive generator |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS63305741A (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0881756A1 (en) * | 1997-05-26 | 1998-12-02 | Denso Corporation | Alternator for vehicle |
JP2003219617A (en) * | 2002-01-21 | 2003-07-31 | Mitsubishi Electric Corp | Ac generator |
CN106160382A (en) * | 2015-05-15 | 2016-11-23 | 株式会社电装 | Electric rotating machine for vehicle |
JP2016220513A (en) * | 2015-05-15 | 2016-12-22 | 株式会社デンソー | Vehicular rotary electrical machine |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5728558A (en) * | 1980-07-28 | 1982-02-16 | Hitachi Ltd | Alternating current generator for train car |
JPS6098854A (en) * | 1983-11-04 | 1985-06-01 | Nippon Denso Co Ltd | Ac generator |
-
1987
- 1987-06-08 JP JP14280487A patent/JPS63305741A/en active Pending
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5728558A (en) * | 1980-07-28 | 1982-02-16 | Hitachi Ltd | Alternating current generator for train car |
JPS6098854A (en) * | 1983-11-04 | 1985-06-01 | Nippon Denso Co Ltd | Ac generator |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0881756A1 (en) * | 1997-05-26 | 1998-12-02 | Denso Corporation | Alternator for vehicle |
JP2003219617A (en) * | 2002-01-21 | 2003-07-31 | Mitsubishi Electric Corp | Ac generator |
CN106160382A (en) * | 2015-05-15 | 2016-11-23 | 株式会社电装 | Electric rotating machine for vehicle |
JP2016220513A (en) * | 2015-05-15 | 2016-12-22 | 株式会社デンソー | Vehicular rotary electrical machine |
US10158264B2 (en) | 2015-05-15 | 2018-12-18 | Denso Corporation | Rotary electric machine for vehicles |
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