KR101590696B1 - Generator for vehicle - Google Patents

Abstract

The present invention relates to an automotive generator, and more particularly to a vehicular generator, which is directly connected between an engine and a transmission of a vehicle and is connected forwardly to the engine and is engaged with the transmission to cover the engine and the transmission, And a first bearing positioned on the same axis as the center of the torque converter of the transmission; and a second bearing inserted in the front of the housing and coupled to the periphery so as to cover the open front of the housing, And a second bearing located on an axis line of the crank wheel of the engine, the second bearing being inserted into the housing and fixed in a circumferential direction, the iron cores being arranged in the circumferential direction of the housing, A stator made of a coil wound around the stator, and a second bearing of the housing cover, A rotor rotatable inside the stator and including a rotating shaft having a rear end rotatably inserted into a first bearing of the housing and a plurality of permanent magnets fixed around the rotating shaft, A first coupler which is inserted into the crankshaft of the engine and which is coupled to the crank wheel of the engine to rotate together with the crank wheel and rotates the rotor; And a second coupler coupled to the first and second rotors and rotating together with the rotator to rotate the torque converter.

Description

{GENERATOR FOR VEHICLE}

The present invention relates to a vehicular generator, and more particularly, to a vehicular generator that is directly connected between an engine and a transmission of a vehicle and is capable of generating electricity at all times during stopping and running of the vehicle.

Generally, an engine installed in a vehicle is classified into a diesel, a gasoline, and an LPG engine depending on the type of fuel. A mixture gas of fuel and air is ignited and exploded in a cylinder, and the piston reciprocates to form a crankshaft, And rotating the crank wheel to convert the thermal energy into mechanical energy to supply power to the vehicle.

In addition, the transmission is connected to the crank wheel of the engine and converts the power generated by the engine to the necessary torque according to the speed. Now, it can automatically obtain the optimum torque conversion according to the running speed and load of the vehicle An automatic transmission equipped with a torque converter that removes the friction clutch and transmits the power of the engine using fluid is widely used.

However, a vehicle equipped with an engine that burns fossil fuels such as light oil or gasoline is a major cause of air pollution as it discharges exhaust gas such as carbon dioxide into the atmosphere, thereby reducing air pollution. The vehicle is in the limelight.

However, the current electric vehicle technology has a disadvantage in that the charging time of a battery for supplying electric power to an electric motor is long and the traveling distance is short, and a hybrid vehicle using an engine using a fossil fuel and a driving method using an electric motor Developed.

Therefore, as the hybrid vehicle requires a generator to charge the battery that supplies electricity to the electric motor, the vehicle generator is connected to the outside of the engine via the belt pulley as shown in Fig. 1, As a result, the generator is connected to the power take-off (PTO), which draws power between the transmission and the propeller shaft, so that the generator converts mechanical energy into electrical energy to charge the battery.

However, the conventional vehicle generator connected to the belt pulley or the power take-off device has caused many problems as follows.

First, since the conventional automotive generator occupies a relatively large volume to be mounted inside a vehicle, there is a problem in that it is not easy to arrange components related to existing engines.

In addition, since the conventional automotive generator is not directly connected to the engine, efficiency is low and the user can not secure the desired power generation capacity.

In addition, since the conventional automotive generator connected to the power take-off device is installed between the transmission and the propeller shaft, it is possible to generate electricity only when the vehicle is stopped and to generate power when the vehicle is running.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and it is an object of the present invention to provide a vehicular generator, Thereby improving the power generation efficiency of the automotive generator when the vehicle is stopped and traveling.

According to an aspect of the present invention, there is provided a power generator that is directly connected between an engine and a transmission of a vehicle. The generator is forwardly coupled to the engine and a rear portion is coupled to the transmission to cover the engine and the transmission, And a first bearing which is rotatably inserted into the housing and is positioned on the same axis as the center of the torque converter of the transmission, and a second bearing which is inserted in front of the housing and is coupled to the periphery to cover the open front of the housing, And a second bearing which is rotatably inserted into the housing and is positioned on an axis line that is the same as the center of the crank wheel of the engine, and a second bearing inserted in the housing and fixed in the circumferential direction, A stator made up of iron cores and coils wound on the iron cores, and a second bearing A rotor rotatably inserted into the stator, the rotor being rotatably inserted into the stator and having a rear end rotatably inserted into the first bearing of the housing and a plurality of permanent magnets fixed around the rotating shaft, A first coupler having an inner side inserted into a front end of a rotary shaft of the crankcase and a periphery connected to a crank wheel of the engine to rotate together with the crank wheel to rotate the rotor, And a second coupler coupled to the torque converter of the transmission and rotated together with the rotor to rotate the torque converter.

In the present invention, the housing further includes a water passage through which the cooling water flows so as to penetrate the inner periphery of the stator so as to form a helix in a circumferential direction, and has an inlet and an outlet for communicating with the water channel, Respectively.

In the present invention, the first spline and the second coupler are further provided with first spline grooves and second spline grooves, which are concave and recessed, respectively. The first spline groove and the second spline groove protrude from the front and rear ends of the rotary shaft, And a first spline protrusion and a second spline protrusion inserted and engaged with the second spline groove, respectively, so that the rotor, the first coupler, and the second coupler are prevented from idle.

In the present invention, the crank wheel further includes a first center hole recessed inwardly at the center thereof, a first center protrusion protruding from the center of the first coupler and inserted into the first center hole, And the center of the wheel and the first coupler are positioned on the same axis line.

In the present invention, a second center hole may be further formed in the center of the rear end of the rotation shaft, and a second center protrusion protruding from the inner center of the second coupler and inserted into the second center hole may be further provided, And the centers of the rotary shaft and the second coupler are located on the same axial line.

In the present invention, there is further provided a fastening bolt portion between the rotation shaft and the second coupler for fastening the rotation shaft and the second coupler, one end of which is inserted into the rotation shaft and the other end is fastened to the inside of the second center projection .

In the present invention, a position sensor portion for grasping the rotation of the rotor is further provided between the housing and the second coupler, and the position sensor portion includes a sensor stator inserted and fixed in the rear of the housing, And a sensor rotor protruding from the inner periphery and rotating inside the sensor stator.

In the present invention, a housing portion for accommodating a starter motor, which is formed to have a space inwardly in front of the housing and rotates the crank wheel at the start of the engine, is further provided.

As described above, since the present invention is directly connected between the engine and the transmission, the following effects can be obtained.

First, the present invention is advantageous in that the layout of the vehicle can be relatively simplified because the existing engine and the transmission can be integrally mounted without changing the design, and the layout of the vehicle can be relatively simplified. Since the volume occupied inside the vehicle is smaller than that of the conventional vehicle- It is easy to secure space in design.

In addition, the present invention can increase energy efficiency as much as a belt pulley loss compared to a conventional belt pulley type vehicle generator. Conventionally, a power take off (PTO) However, it is possible to generate electricity at all times in addition to stopping the vehicle.

In addition, since the present invention is prevented from overheating by the cooling water, the durability of parts is improved.

1 is a view showing a generator which is connected to the outside of the engine through a belt pulley.
FIG. 2 is a view showing a power take-off (PTO) that draws power between a transmission and a propeller shaft.
3 is a view showing an installation state of a vehicle-use generator according to the present invention.
FIGS. 4 and 5 are perspective views showing the assembled and disassembled state of the automotive generator according to the present invention.
Figs. 6 and 7 are cross-sectional views showing the assembled and disassembled state of the automotive generator according to the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of a vehicle generator according to the present invention will be described in more detail with reference to the accompanying drawings.

Hereinafter, the same reference numerals will be used to denote the same or similar elements in all of the following drawings, and repetitive descriptions will be omitted. The following terms are defined in consideration of the functions of the present invention. It should be interpreted as meaning.

4 is a perspective view showing a state in which a generator for a vehicle according to the present invention is engaged and disassembled, and Figs. 6 and 7 are views for explaining the construction of a vehicle according to the present invention. Fig. Fig. 5 is a cross-sectional view showing the coupling and disassembly state of the generator.

As shown in the drawings, the present invention is a vehicle generator that is directly connected between an engine 10 and a transmission 20 of a vehicle to generate electricity at all times. The structure includes a housing 100, a housing cover 200, A rotor 300, a rotor 400, a first coupler 500, and a second coupler 600.

A housing 100 that is fastened to the crank wheel 11 side of the engine 10 and fastened to the torque converter 21 side of the transmission 20 at the rear and covers the space between the engine 10 and the transmission 20 Is formed.

The housing 100 is open at the front to insert the stator 300 and the rotor 400 and rotatably inserted in the rear of the housing 100 so that the torque converter 21 of the transmission 20 A first bearing 110 positioned on an axis line such as the center is formed.

A water channel 120 through which cooling water flows is formed on the inner circumference of the housing 100 so as to form a helix in a circumferential direction on the side where the stator 300 is positioned, and on the outer circumference of the housing 100, 120, respectively, and an inlet port 130 and an outlet port 140 are formed for the cooling water to flow in and out, respectively.

A receiving portion 150 is formed at a front side of the housing 100 to receive the starter motor 30 that rotates the crank wheel 11 when the engine 10 is started .

The housing 100 is molded into a casting so that the water channel 120 and the inlet 130 and the outlet 140 are formed integrally with the housing 100.

A housing cover 200 is formed on the front of the housing 100 so as to be inserted into the front of the housing 100 so as to surround the open front of the housing 100.

A second bearing 210, which is rotatably inserted in the housing cover 200 and is positioned on the same axis as the center of the crank wheel 11 of the engine 10, is formed.

 A plurality of iron cores 310 inserted into the housing 100 and fixed to the circumference of the housing 100 in a circumferential direction of the housing 100 and a plurality of iron cores 310 inserted in the housing 100, The stator 300 comprising the coil 320 wound on the stator 300 is formed.

The front end of the stator 300 is rotatably inserted into the second bearing 210 of the housing cover 200 and the rear end of the stator 300 is rotatably inserted into the first bearing 110 of the housing 100. [ And a plurality of permanent magnets 420 fixed around the rotating shaft 410 are rotatably formed.

 The inside of the rotor 400 is inserted into the front end of the rotating shaft 410 and the periphery thereof is coupled to the crank wheel 11 of the engine 10 to rotate together with the crank wheel 11, The first coupler 500 is rotated.

An inner side of the rotary shaft 410 of the rotor 400 is inserted into the rear end of the rotary shaft 410 and the periphery thereof is coupled to the torque converter 21 of the transmission 20 to rotate together with the rotor 400, The second coupler 600 is rotated.

The first coupler 500 and the second coupler 600 are formed in a hollow shape so that the rotor 400 and the first coupler 500 and the second coupler 600 do not rotate. The first spline groove 510 and the second spline groove 610 are respectively formed and protrude from the front and rear ends of the rotary shaft 410 of the rotor 400 to correspond to the first spline groove 510 and the second spline groove 610, The first spline protrusions 430 and the second spline protrusions 440 are inserted into the second spline grooves 610, respectively.

In order to position the center of the crank wheel 11 and the first coupler 500 on the same axial line when assembled, a first center hole 12, which is recessed inwardly is formed at the center of the crank wheel 11 A first center protrusion 520 protruding from the center of the first coupler 500 and inserted into the first center hole 12 is formed.

A second center hole 450 is formed at the center of the rear end of the rotation shaft 410 so that the center of the rotation shaft 410 and the second coupler 600 are located on the same axis line A second center protrusion 620 protruding from the inner center of the second coupler 600 and inserted into the second center hole 450 is formed.

One end of the rotation shaft 410 and the second coupler 600 are inserted into the rotation shaft 410 and the other end is coupled to the inside of the second center projection 620 of the second coupler 600, A fastening bolt part 700 for fastening the rotation shaft 410 and the second coupler 600 is formed.

Between the housing 100 and the second coupler 600, a position sensor unit 800 for detecting the rotation of the rotor 400 is formed.

The position sensor unit 800 includes a sensor stator 810 inserted and fixed to the inside of the housing 100 and a rotation sensor 810 protruding from the inner circumference of the second coupler 600, And a sensor rotor 820 for sensing the position of the rotor.

The operation state of the present invention having the above-described structure will now be described.

6 and 7, the engine 10 ignites and explodes a gas mixture of fuel and air in a cylinder (not shown) at the time of stopping the vehicle (idling of the engine) and traveling, The crank wheel 10 connected to the end of the crankshaft 10a is also rotated.

When the crank wheel 11 rotates, the first coupler 500 fastened to the crank wheel 11 rotates together with the crank wheel 11 and the rotor 400 connected to the first coupler 500 The rotating shaft 410 is supported by the second bearing 210 of the housing cover 200 and the first bearing 110 of the housing 100 and receives the rotational force of the first coupler 500 from inside the stator 300 The vehicle generator generates electric energy by the rotation of the rotor 400. [

At this time, the first coupler 500 and the rotor 400 are connected to each other in such a manner that the first spline protrusion 430 is inserted into the first spline groove 510 of the first coupler 500 at the front end of the rotation axis 410 of the rotor 400 The first spline protrusion 430 and the first spline groove 510 are engaged with each other so that the rotor 400 does not idle in the first coupler 500 when the first coupler 500 rotates The rotational force of the first coupler 500 is sufficiently transmitted.

When the rotor 400 rotates, the second coupler 600 connected to the rotor 400 rotates together with the rotor 400, and the torque converter 21 coupled to the second coupler 600 So that the transmission 20 receives the rotational force of the engine 10 via the torque converter 21.

At this time, the rotor 400 and the second coupler 600 are connected to the second spline groove 610 of the second coupler 600 by the second spline protrusion 440 at the rear end of the rotation axis 410 of the rotor 400 As the second spline protrusion 440 and the second spline groove 610 are engaged with each other and the rotor 400 rotates, the second coupler 600 does not idle in the rotor 400, 400 is sufficiently transmitted.

The rotation shaft 410 of the rotor 400 and the second coupler 600 are firmly fixed to each other by the fastening bolt portion 700 so that the second spline protrusion 440 and the second spline protrusion Wear of the second spline groove 610 of the coupler 600 can be prevented.

That is, when the gear (not shown) of the transmission 20 is converted, the torque converter 21 expands or contracts to interrupt the rotational force of the engine 10 transmitted to the transmission 20 and pushes and pulls the second coupler 600 When the second coupler 600 is slid in the longitudinal direction at the rear end of the rotation shaft 410 and repeatedly moved by the pushing and pulling of the torque converter 21, the second spline protrusion 440 and the second spline protrusion 440 of the rotation shaft 410 This is because the second spline groove 610 of the second coupler 600 may wear due to friction.

On the other hand, a water channel 120 is formed in the circumference of the housing 100 in a circumferential direction, and the cooling water flows into the water channel 120 through the inlet 130 and the outlet 140, The vehicle generator that is always generated by the cooling water flowing around the housing 100 does not overheat, thereby improving the durability of parts of the automotive generator.

The housing portion 100 is formed in the front of the housing 100 to accommodate the starter motor 30 that rotates the crank wheel 11 when the engine 10 is started. The accommodating portion 150 covers the starter motor 30 to protect it from external impacts and to block the entry of external foreign matter.

When assembling the generator between the engine 10 and the transmission 20, the first center protrusion 520 of the first coupler 500 is inserted into the first center hole 12 of the crank wheel 11, The second center protrusion 620 of the second coupler 600 is inserted into the second center hole 450 of the first coupler 410 so that the center of the crank wheel 11 and the first coupler 500, Since the center of the second coupler 600 is located on the same axial line, it is possible to more easily assemble the automotive generator between the engine 10 and the transmission 20. [

The position sensor unit 800 including the sensor stator 810 and the sensor rotor 820 is installed between the housing 100 and the second coupler 600. Thus, When the voltage is applied, the position sensor unit 800 outputs a signal amplitude-modulated with a sinusoidal function and a cosine function with respect to the position of the rotor 400 by varying the transforming ratio according to the position of the rotor 400, When the signal is calculated, the number of rotations of the rotor 400 can be grasped.

Therefore, according to the present invention, since the engine is directly connected between the engine and the transmission, it is possible to constantly generate electricity when the vehicle is stopped and running, and can be mounted integrally without changing the design of the existing engine and the transmission. Since the volume occupied in the interior of the vehicle is smaller than that of a conventional vehicle generator using a belt pulley, it is easy to secure a space in designing a vehicle.

Although the preferred embodiments of the present invention have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims. Further, it is apparent that various modifications and variations can be made by those skilled in the art without departing from the scope of the present invention.

10: engine 10a: crankshaft
11: crank wheel 12: first center ball
20: Transmission 21: Torque converter
30: starter motor 100: housing
110: first bearing 120: water channel
130: inlet 140: outlet
150: accommodating portion 200: housing cover
210: second bearing 300: stator
310: iron core 320: coil
400: rotor 410: rotating shaft
420: permanent magnet 430: first spline projection
440: second spline projection 450: second center hole
500: first coupler 510: first spline groove
520: first center projection 600: second coupler
610: second spline groove 620: second center projection
700: fastening bolt part 800: position sensor part
810: Sensor stator 820: Sensor rotor

Claims (8)

A generator that is directly connected between an engine and a transmission of a vehicle to generate electricity at all times,
And a first bearing which is fastened to the engine and has a rear portion which is fastened to the transmission and which is disposed on the same axis as the center of the torque converter of the transmission to cover the space between the engine and the transmission, ;
And a second bearing inserted into the front of the housing and coupled to the periphery so as to cover the open front of the housing and rotatably inserted inwardly and positioned on the same axis as the center of the crank wheel of the engine;
A stator comprising a plurality of iron cores inserted in the housing and fixed around the circumference and arranged in the circumferential direction of the housing and coils wound on the iron cores;
A rotating shaft for rotatably inserting a front end of the housing into a second bearing of the housing cover and having a rear end rotatably inserted into the first bearing of the housing, and a plurality of permanent magnets fixed around the rotating shaft, Rotor;
A first coupler having an inner side inserted into a front end of a rotary shaft of the rotor and a periphery connected to a crank wheel of the engine to rotate together with the crank wheel to rotate the rotor;
A second coupler having an inner side inserted into a rear end of a rotary shaft of the rotor, a periphery of which is coupled to a torque converter of the transmission and rotated together with the rotor to rotate the torque converter; , ≪ / RTI >
Wherein the housing further comprises a receiving portion formed in the front of the housing for receiving a starter motor which is formed to have a space inward and that rotates the crank wheel when the engine is started. delete delete delete delete delete delete delete

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