WO2011121770A1 - 車両用交流発電機 - Google Patents
車両用交流発電機 Download PDFInfo
- Publication number
- WO2011121770A1 WO2011121770A1 PCT/JP2010/055899 JP2010055899W WO2011121770A1 WO 2011121770 A1 WO2011121770 A1 WO 2011121770A1 JP 2010055899 W JP2010055899 W JP 2010055899W WO 2011121770 A1 WO2011121770 A1 WO 2011121770A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- end plate
- claw
- portions
- plate portion
- diameter
- Prior art date
Links
Images
Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K1/00—Details of the magnetic circuit
- H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
- H02K1/22—Rotating parts of the magnetic circuit
- H02K1/24—Rotor cores with salient poles ; Variable reluctance rotors
- H02K1/243—Rotor cores with salient poles ; Variable reluctance rotors of the claw-pole type
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
- H02K2213/03—Machines characterised by numerical values, ranges, mathematical expressions or similar information
Definitions
- the present invention relates to a vehicle alternator mounted on a passenger car, a truck or the like.
- the vehicle alternator described in Patent Document 1 includes a rotor having a Rundel type iron core having a cylindrical portion, a yoke portion, and a claw-shaped magnetic pole portion.
- the magnetic flux ⁇ flows from the cylindrical portion to the yoke portion and the claw-shaped magnetic pole portion, and flows from the claw-shaped magnetic pole portion to the stator core.
- Patent Document 1 conventionally, it is desirable to make the magnetic path cross-sectional area of each part (cylindrical part, yoke part, claw-shaped magnetic pole part) of the Rundel type iron core substantially the same. Further, it is necessary to secure a space necessary for winding the field coil. Corresponding to the magnetic flux generated by the rotor thus designed, the magnetic path cross-sectional area of the stator core is also determined. In general, the material of the stator core has better magnetic properties than the material of the rotor core, so the magnetic path cross-sectional area of the stator core is determined to be smaller than the magnetic path cross-sectional area of the rotor core.
- the axial length of the stator core is made longer than the axial length of the rotor cylindrical portion, and the root cross-sectional area of the claw-shaped magnetic pole portion is cylindrical.
- the thing narrower than a part area and a yoke part cross-sectional area is proposed (for example, refer patent document 1 and 2).
- a part of the magnetic flux directly flows into the stator core from the yoke, and the coil cross section of the field coil is secured by reducing the cross-sectional area of the root portion of the claw-shaped magnetic pole portion.
- the vehicle alternator includes a cylindrical portion around which a field coil is wound, plate-like first and second end plate portions disposed so as to face both axial end surfaces of the cylindrical portion, A plurality of first claw portions extending in parallel to the rotation axis from the first end plate portion toward the second end plate portion, and the rotation shaft from the second end plate portion toward the first end plate portion And a second nail portion alternately arranged in the circumferential direction with respect to the plurality of first claw portions, and a rotation gap on the outer periphery of the Rundel type rotor.
- stator having a laminated core around which an armature coil is wound, and the first and second end plate portions are continuous around the circumference of the rotating shaft.
- the output and efficiency of the vehicle alternator can be further improved, and the output and efficiency can be maximized.
- FIG. 2 is a cross-sectional view showing a configuration of a vehicle AC generator 100.
- the half sectional view of a rotor The figure which shows the stator core 21 and the rotor cores 112F and 112R. The figure which looked at the rotor core 112F from the axial direction. The figure which shows the back side of a rotor core. The figure which shows the structure of the rectifier circuit which performs three-phase full wave rectification. The figure explaining an equivalent magnetic circuit. The figure which shows the detail of the end plate part 112b.
- FIG. 14 is a diagram showing the shape of a valley region when the output current of FIGS.
- FIG. 17 is a diagram showing the shape of a valley region when the output current of FIGS.
- FIG. 1 is a diagram showing an embodiment of the present invention, and is a cross-sectional view showing a configuration of a vehicular AC generator 100.
- a pulley 1 is attached to the tip of the shaft 18 provided with the rotor 112, and a belt is stretched between the pulley 1 and a pulley attached to a drive shaft of an engine (not shown).
- the shaft 18 is rotatably supported by a bearing 2F provided on the front bracket 14 and a bearing 2R provided on the rear bracket 15.
- the stator 4 disposed to face the rotor 112 with a slight gap is held so as to be sandwiched between the front bracket 14 and the rear bracket 15.
- FIG. 2 is a view showing the entire rotor 112, and shows the upper half in section.
- FIG. 3 is a diagram showing cross sections of the stator core 21 and a pair of rotor cores 112F and 112R constituting a part of the rotor 112.
- FIG. 4 is a view of the rotor core 112F viewed from the axial direction.
- the rotor core 112R has the same shape as the rotor core 112F.
- the rotor 112 constitutes a Rundel type rotor (claw-shaped magnetic pole type rotor) as shown in FIG.
- the rotor cores 112F and 112R formed of a magnetic material are serration-coupled to substantially the center portion of the shaft 18 in the rotation axis direction so as to rotate integrally with the shaft 18.
- the front-side rotor core 112F and the rear-side rotor core 112R are attached to the shaft 18 so that the cylindrical portions 112a face each other and come into contact with each other, and the outer ends of the rotor cores 112F and 112R are in the annular grooves formed in the shaft 18.
- the axial movement is regulated by plastic flow.
- each of the rotor cores 112F and 112R extends from the cylindrical portion 112a, the end plate portion 112b perpendicular to the rotation axis, and the end plate portion 112b in parallel to the rotation axis.
- a plurality of claw portions 112c As can be seen from FIG. 4, the end plate portion 112b is not completely circular, and a portion connected to the claw portion 112c protrudes in the outer peripheral direction.
- the rotor cores 112F and 112R are each formed with six claw portions 112c, and the number of pole core poles of the rotor 112 is twelve.
- FIG. 5 is a view showing the back side of the rotor core (the side where the claw portion 112c is not formed).
- the end plate portion 112b has a protruding region 1120A where the claw portion 112c is formed and a circular disc region 1120B.
- a claw portion 112c formed on the end plate portion 112b of the other rotor core is arranged at a position facing a valley region formed between adjacent projecting regions 1120A as indicated by a two-dot chain line.
- the rotor cores 112F and 112R are attached to the shaft 18 so that the cylindrical portions 112a face each other.
- the claw portion 112c provided on the end plate portion 112b of each rotor core 112F, 112R extends in the direction of the other rotor core.
- the claw portions 112c of the rotor core 112F and the claw portions 112c of the rotor core 112R are alternately arranged in the rotor circumferential direction.
- the field coil 12 wound around the coil bobbin 17 is disposed between the outer periphery of the cylindrical portion 112a and the inner periphery of the claw portion 112c.
- the coil bobbin 17 is extrapolated to the cylindrical part 112a of the rotor cores 112F and 112R, and the field coil 12 is wound around the body part of the coil bobbin 17 around the rotation axis. Insulation of the field coil 12 is maintained by a coil bobbin 17 interposed between the rotor cores 112F and 112R and the field coil 12.
- a slip ring 9 for supplying power to the field coil 12 is provided at the rear end of the shaft 18. Both ends of the coil conductor constituting the field coil 12 extend along the shaft 18 and are connected to the slip ring 9 respectively. Electric power for generating a magnetic field is supplied to the field coil 12 from a battery mounted on the vehicle via the brush 8 in contact with the slip ring 9.
- a front fan 7F and a rear fan 7R having a plurality of blades on the outer peripheral side are attached to both front and rear end surfaces of the rotor 112 in the rotation axis direction. These fans 7F and 7R rotate integrally with the rotor 112 to circulate air from the inner peripheral side to the outer peripheral side. It should be noted that the front fan 7F on the front bracket 14 side has smaller blades than the rear fan 7R on the rear bracket 15 side, and the flow rate of air to be circulated is smaller than that of the rear fan 7R.
- the stator 4 is composed of a stator core 21 and a stator winding 5, and is disposed opposite to the rotor 112 with a slight gap.
- the stator core 21 is held by the front bracket 14 and the rear bracket 15 so as to be sandwiched from the front and rear.
- the stator winding 5 is composed of a three-phase winding, and the lead wire of each winding is connected to the rectifier circuit 11.
- the rectifier circuit 11 is constituted by a rectifier element such as a diode, and constitutes a full-wave rectifier circuit. For example, when a diode is used, the cathode terminal of the diode is connected to the terminal 6, and the terminal on the anode side is electrically connected to the vehicle alternator main body.
- the rear cover 10 provided with the air holes for cooling serves as a protective cover for the rectifier circuit 11.
- FIG. 6 shows a configuration of a rectifier circuit 11 that performs three-phase full-wave rectification using six diodes 111.
- the rectifier circuit 11 is formed by connecting three sets of series circuits composed of two diodes 111 in parallel.
- the U, V, and W phase stator windings 5 are connected by a three-phase Y connection, and the terminal on the anti-neutral point side is connected to the connection point of the diodes 111 connected in series.
- the cathode of the upper (plus side) diode 111 is common and is connected to the plus terminal of the battery 99.
- the anode of the lower (minus) diode 111 is connected to the minus terminal of the battery 99.
- the pulley 1 and the engine-side pulley are connected by the belt, and the rotor 112 rotates as the engine rotates.
- the rotor 112 When current flows through the field coil 12, the rotor 112 is magnetized, and a magnetic path that circulates around the field coil 12 is formed in the rotor 112.
- the magnetic flux emitted from the claw portion 112c of one rotor core enters the stator core 21, and then enters the claw portion 112c of the other rotor core.
- the rotor 112 rotates, a rotating magnetic field is formed, and a three-phase induced electromotive force is generated in the stator winding 5.
- the voltage is full-wave rectified by the rectifier circuit 11 described above to generate a DC voltage.
- the positive side of the DC voltage is connected to the terminal 6 and further connected to the battery 99.
- the field current supplied to the field coil 12 is controlled so that the rectified DC voltage becomes a voltage suitable for charging the battery 99, and the generated voltage is the vehicle. Control is performed in accordance with the state of the battery 99 so that power generation is started when the battery voltage becomes higher than the battery voltage.
- An IC regulator (not shown) as a voltage control circuit for adjusting the generated voltage is built in the rectifier circuit 11 disposed inside the rear cover 10 shown in FIG. 1, and the terminal voltage of the terminal 6 is always constant. It is controlled to be a voltage.
- the stator core axial length Ls shown in FIG. 3 is set to be longer than the axial length Ly of the cylindrical portion. Therefore, the magnetic flux generated by the AT of the field coil from the cylindrical portion 112a is a magnetic flux that flows directly into the stator core 21 via the end plate portion 112b, and a magnetic flux that flows into the stator core 21 via the claw portion 112c. Branch to If the distribution between the amount of magnetic flux directly flowing into the stator core 21 and the amount of magnetic flux flowing into the stator core 21 from the outer peripheral surface of the claw portion via the claw portion 112c is not properly selected, a high output as expected can be obtained. Can't get.
- FIG. 7A is a diagram showing an equivalent magnetic circuit in the present embodiment
- FIG. 7B is a diagram showing a surface facing the stator core 21 in the rotor core 112F.
- S1 represents the cross-sectional area of the magnetic path in the cylindrical portion 112a
- S2 represents the cross-sectional area of the magnetic path in the end plate portion 112b
- S3 represents the cross-sectional area of the magnetic path in the claw portion 112c.
- the magnetic resistance of the cylindrical portion 112a is r1
- the magnetic resistance of the end plate portion 112b is r2
- the magnetic resistance of the claw portion 112c is r3.
- symbol S4 represents a surface (outer peripheral surface) facing the stator core 21 in the claw portion 112c, and the area of the region is also represented by symbol S4.
- symbol S5 represents a region facing the stator core 21 in the outer peripheral surface of the end plate portion 112b, and the area of the region is also denoted by symbol S5.
- the magnetic resistance of the gap between the surface S4 of the claw 112c and the stator core 21 is r4.
- the magnetic resistance of the gap between the outer peripheral surface S5 of the end plate portion 112b and the stator core 21 is r5.
- the magnetic flux that passes through the surfaces S3 and S4 and enters the stator core is magnetic flux that passes through the magnetic resistances r3 and r4.
- the magnetic flux that passes through the surface S5 and enters the stator core is the magnetic flux that passes through the magnetic resistance r5.
- FIG. 8 shows details of the end plate portion 112b.
- a magnetic path related to one claw portion 112c will be considered in association with a region sandwiched by a one-dot chain line in FIG.
- a portion where the region from the cylindrical portion 112a to the claw portion 112c of the end plate portion 112b is connected to the root of the claw portion 112c, and a portion indicated by reference sign A between the connecting portion and the cylindrical portion 112a Think separately.
- the cross-sectional area is S20 and the magnetic resistance is r20.
- the cross-sectional area of the connecting portion is S21, and the magnetic resistance of that portion is r21.
- the cross-sectional area S20 and the magnetic resistance r20 of the A portion are simply expressed by the following equations (2) and (3).
- P is the number of poles
- ⁇ 2 is the magnetic permeability of the end plate portion 112b.
- the first term on the right side of Equation (2) is the area of the arc surface on the inner circumference side of the region A in FIG. 8, and the second term on the right side is the area of the arc surface on the outer circumference side of the region A. Therefore, the cross-sectional area S20 is an average value thereof.
- De is the diameter dimension of the valley of the valley region between the claw portions 112.
- S20 X2 ( ⁇ Dy / P / 2 + ⁇ De / P / 2) / 2 (2)
- r20 (De ⁇ Dy) / 2 ⁇ ( ⁇ 2 ⁇ S20) (3)
- Ly is the axial length of the cylindrical portion 112a
- Lp is the axial length of the claw portion 112c.
- ⁇ 1 is the magnetic permeability of the cylindrical portion 112a.
- mu 2 is the permeability of the end plate portion 112b
- mu 3 is the permeability of the claw portion 112c.
- k is a shape factor of the claw portion 112c, which is a coefficient indicating that the shape of the claw portion 112c is narrowed in the distal direction, and is usually empirically in the range of 1.0 to 1.3.
- the combined magnetic resistance r345 of the magnetic circuit from the end plate portion 112b to the stator core 21 is expressed by the following equation (7) using the magnetic resistances r3, r4, r5 (see FIG. 7).
- the total magnetic resistance of the magnetic circuit excited by the field coil 12 is expressed as r1 + r2 + r345 + r6, where r6 is the magnetic resistance of the stator core 21. Therefore, high output can be obtained by optimizing the combined magnetic resistance r345.
- ⁇ f ( ⁇ 3 / ⁇ 0 ) ⁇ k.
- r345 (Lp ⁇ S4 + ⁇ f ⁇ 2 S3) / ⁇ 0 ( ⁇ f S3S4 ⁇ + S4S5Lp + ⁇ f S3S5 ⁇ ) (8)
- equation (8) is convenient for explaining the phenomenon, it is difficult to obtain an accurate solution using equation (8) in an actual Rundel type rotor. This is because the magnetic flux density and permeability of each block defined by the cross-sectional areas and lengths from S1 to S5 shown here are assumed to be constant. This is because there is a divergence with the phenomenon exhibited by the Rundel type rotor having the above. Since iron has magnetic saturation characteristics, it is considered that the actual phenomenon differs in magnetic permeability and magnetic flux density in a distributed constant for each minute block.
- a stator in order to analyze an accurate phenomenon, it is necessary to consider a stator, a Lundel rotor and shaft, a stator coil, and a leakage magnetic flux by using a three-dimensional electromagnetic field analysis technique.
- a micro block of an appropriate size that takes into account the magnetic flux distribution and magnetic flux density of each part (analytically, a micro space block composed of nodes and elements) Divided into hundreds of thousands of blocks per vehicle alternator (alternator), and the degree of magnetic saturation, permeability, and magnetic flux density for each minute block is calculated and distributed constant The analysis method is adopted.
- the alternator in order to solve such a problem, a three-dimensional electromagnetic field analysis in consideration of magnetic saturation of each magnetic circuit is applied.
- the alternator is divided into two groups, generally called ⁇ 128 alternator and ⁇ 139 alternator, with some exceptions.
- the output current at 1800r / min is used as the standard for evaluation, so the output current here is the maximum field current at 1800r / min.
- the area in which the field coil can be wound increases, so that the area in which the field coil can be wound around the dimension X1 and the cylindrical part 112a (that is, The cross-sectional area of the portion surrounded by the cylindrical portion 112a, the end plate portion 112b and the claw portion 112c in FIG. 3) and the number of turns of the field coil (field coil AT) are calculated in conjunction with each other.
- the other stator core shapes and the like are constant regardless of X1.
- FIG. 9 shows the simulation results for the ⁇ 128 alternator.
- the output current (A) per weight (kg) was defined as output (A / kg).
- the decrease in output when X1 / X2 is smaller than 0.8 causes the AT consumption in the claw portion 112c to be significant even if X1 is decreased and the field winding number is increased. This shows that the magnetic flux does not increase as expected, but rather decreases.
- X1 / X2 is between 0.8 and 1.1
- the magnetomotive force at the claw 112c is increased or decreased due to the change of X1 / X2
- the magnetic field at the end plate due to the reduction of the valley region between the magnetic poles.
- the output becomes almost constant due to a decrease in magnetomotive force due to an increase in the road cross-sectional area and a decrease in the number of turns of the field winding.
- X1 / X2 is larger than 1.1
- the negative effect due to the decrease in the number of field turns is slightly higher than the positive effect due to the decrease in magnetoresistance, and the output decreases as X1 / X2 increases.
- FIG. 10 shows the simulation result regarding the ⁇ 139 alternator.
- the data L13 is Ls / Ly.
- Ly 1.5
- the field coil 12 has a constant space factor of 68% in the space formed by the inner peripheral surface of the cylindrical portion 112a, the end plate portion 112b, and the claw portion 112c, and protects the control device. Therefore, the number of turns is determined by adjusting the winding diameter so that the field coil resistance value is about 2 ⁇ .
- the shape of the end plate portion 112b is such that the shape of the inner peripheral side of the claw root is circular as shown in FIGS. 4 and 8, and only the portion connected to the claw root is in the outer circumferential direction.
- the shape is projected. That is, it is a simulation result when the diameter dimension De of the valley part of the valley region between the claw parts 112c and the diameter dimension of the claw part base are set equal.
- FIG. 11 is a diagram illustrating the rotor core when the valley diameter De of the valley region is smaller than the diameter Dc on the inner periphery side of the claw portion 112c.
- FIG. 12 and 13 are calculation results in the case of ⁇ 128 alternator, and are diagrams showing the relationship between the valley diameter De and the output current.
- FIG. 14 is a diagram showing the shape of the valley region when the output current of FIGS. 12 and 13 reaches a peak.
- the valley diameter De If the valley diameter De is increased too much, the distance between the bottom of the valley region and the inner peripheral surface of the claw portion on the opposite side becomes too small, and the positive effect by filling the valley region due to the negative effect on the output current due to leakage magnetic flux. It will be countered. As a result, the output current that has risen as the valley diameter De increases increases.
- the valley diameter De is at most Dr, and the valley diameter De at which the output current peaks is considered to be not more than Dr.
- the gap dimension between the claw magnetic poles can be considered. Therefore, when setting the valley diameter De of the valley region so that the output current is increased, it is necessary to set not only the magnetic resistance reduction but also the leakage magnetic flux as described above. Therefore, as a measure of the size of the valley diameter De, it is preferable that the distance B between the claw portion 112c and the valley bottom portion in FIG. 2 is set to be not less than the distance C between the claw portions 112c.
- the way of changing the output current when the valley diameter De is changed has the same tendency almost without depending on the value of X1 / X2.
- the valley diameter De of the valley region is set to 68 mm or more and 78 mm or less, an output current in a range from the maximum output current to about 2 (A) is obtained.
- the range of the valley diameter De is similarly set in FIG. 13, the decrease from the maximum output current is 1 (A) or less. Therefore, in the case of a ⁇ 128 alternator, it is preferable to set the valley diameter De to 68 mm or more and 78 mm or less in order to obtain an output current in the vicinity of the maximum output current with minus 2 (A) as a guide.
- FIG. 15 and 16 show the calculation results in the case of ⁇ 139 alternator
- FIGS. 15 and 16 have the same tendency, and the peak positions of the output currents are close.
- FIG. 17 is a diagram showing the shape of the valley region when the output current of FIGS. 15 and 16 reaches a peak.
- the valley diameter De of the valley region when the valley diameter De of the valley region is set to 70 mm or more and 80 mm or less, an output current in a range from the maximum output current to about 2 (A) is obtained.
- the range of the valley diameter De where the output current from the maximum output current up to about 2 (A) is obtained is approximately 70 mm to 83 mm. Therefore, in the case of a ⁇ 139 alternator, it is preferable to set the valley diameter De to 70 mm or more and 80 mm or less in order to obtain an output current in the vicinity of the maximum output current with minus 2 (A) as a guide.
- 12-pole and 16-pole rotors are known for use in alternators.
- 18 and 19 show the calculation results of X1 / X2 versus output current in the case of 16 poles.
- FIG. 18 shows the case of ⁇ 128 alternator
- FIG. 19 shows the case of ⁇ 139 alternator.
- 18 and 19 correspond to FIGS. 9 and 10 in the case of 12 poles, and have the same tendency.
- the range of X1 / X2 where the output current is almost maximum is 0.9 to 1.1 for the ⁇ 128 alternator and 0.8 to 1. It can be said that it is 1.
- the same output tendency is shown for both the 12-pole case and the 16-pole case.
- the rotor 112 is provided with a front fan 7F and a rear fan 7R, and the field coil 12 is cooled by cooling air formed by these fans 7F and 7R. ing. Therefore, when the valley diameter De is set such that De> Dc as shown in FIG. 14B, even if the field coil 12 is wound up to the claw root inner diameter Dc, the coil outer diameter Dcoil is equal to the valley diameter De. Will be smaller. As a result, the end plate portion 112b obstructs the flow of cooling air to the outer peripheral surface of the field coil 12, and the coil cooling effect is reduced.
- the valley diameter De such that De ⁇ Dcoil.
- the valley diameter De can be set to the valley diameter De of the peak position.
- the field coil 12 wound around the cylindrical portion 112a may have a shape in which the central portion in the axial direction swells in the outer peripheral direction.
- the coil outer diameter Ccoil here is the outer diameter at both end portions in the axial direction. I am thinking in.
- each claw portion 112c has two side surfaces 73 opposed to the adjacent claw portions 112c narrowed from the outer diameter side to the inner diameter side, respectively. It has become a shape.
- Each side surface 73 is narrowed by an angle ⁇ , and the angle formed by the two side surfaces 73 is 2 ⁇ .
- the side surface 73 of the claw portion 112c is narrowed by 15 degrees on one side, and in the case of 16 poles, it is narrowed by 11.25 degrees.
- the gap dimension between adjacent claw parts of the rotor 112 that is, the gap dimension between the claw part 112c of the rotor core 112F and the claw part 112c of the rotor core 112R is changed from the outer diameter side to the inner diameter side. It is configured to keep constant over time. This is intended to prevent an increase in leakage magnetic flux between the claw portions 112c, and is structured such that the gap between the claw portions 112c does not become small even when approaching the inner diameter side.
- the drawing process toward the inner diameter side (for example, 15 deg on one side in the case of a 12-pole machine) is abolished and the outer diameter is eliminated.
- increasing the cross section of the claw 112c by setting the same width dimension on both the inner diameter side and the inner diameter side is more effective in increasing the output current.
- the output can be improved by about 10% when the width of the claw 112c is the same between the inner and outer diameters as in the present embodiment, compared to the case where the drawing is performed.
- the vehicular AC generator includes the cylindrical portion 112a around which the field coil 12 is wound, and the plate-like first arranged so as to face both axial end surfaces of the cylindrical portion 112a.
- a stator 4 having a laminated core around which an armature coil 5 is wound, which are opposed to each other with a rotation gap around the outer periphery of the Rundel-type rotor 112.
- the end plate portion 112b of the end plate portion 112b is a disc region 112 that is continuous over the entire circumference of the rotation axis.
- B consisting of a disc region 1120B protrudes in the outer peripheral direction, a plurality of projected regions 1120A claw portion 112c is formed.
- the diameter dimension De of the bottom of the valley region formed between the projecting regions is set to be not less than the root inner diameter size Dc of the claw portion 112c formed in the projecting region 1120A and not more than the outer diameter size Dr of the claw portion 112c.
- the magnetic resistance is reduced and the output current can be improved.
- the protruding region 1120A in which the claw portion 112c is formed tends to be deformed so that the claw portion 112c is opened outward by a centrifugal force applied to the claw portion 112c.
- the size of the valley region is smaller than the conventional one, the protruding amount of the protruding region 1120A in the outer diameter direction is small, the mechanical strength is increased, and the protruding region 1120A in which the claw portion 112c opens outward. Can be reduced.
- the cooling air from the fans 7F and 7R is blown toward the field coil 12 from the back side (outside) of the end plate portion 112b. If the valley region is largely cut as in the conventional case, dust or the like that flows along with the cooling air easily adheres to the field coil through the valley region. However, in this embodiment, since the valley region is smaller than the conventional one, adhesion of dust or the like to the field coil 12 can be reduced.
- the width dimension in the circumferential direction of the claw portion 112c is set equally from the outer peripheral side to the inner peripheral side.
- the output current can be improved as compared with the conventional vehicular AC generator having a shape narrowed toward the inner periphery as shown in a).
- the two-piece configuration in which the rotor 112 is composed of the two rotor cores 112F and 112R has been described.
- the rotor 112 is sandwiched between a pair of end plates having claw portions and the one end plate.
- the present invention can be similarly applied to a three-piece rotor composed of cylindrical members arranged in such a manner.
- the bottom of the valley region is an arc surface, but it may be a flat surface. In that case, what is necessary is just to consider twice the distance of the plane and the axis center as the above-mentioned valley diameter De.
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Synchronous Machinery (AREA)
- Iron Core Of Rotating Electric Machines (AREA)
- Permanent Field Magnets Of Synchronous Machinery (AREA)
Abstract
Description
当該車両用交流発電機は、界磁コイルが巻装された円筒部と、該円筒部の軸方向両端面に対向するように配置された板状の第1および第2の端板部と、第1の端板部から第2の端板部方向へと回転軸に平行に伸延する複数の第1の爪部と、第2の端板部から第1の端板部方向へと回転軸に平行に伸延し、複数の第1の爪部に対して周方向に交互に配置された第2の爪部と、を有するルンデル型回転子と、ルンデル型回転子の外周に回転空隙を有して対向配置され、電機子コイルが巻装された積層鉄心を有する固定子と、を備え、第1および第2の端板部は、回転軸の回り一周に渡って連続している円板領域と、円板領域から外周方向に突出し、爪部が形成された複数の突出領域とから成り、突出領域間に形成される谷間領域の底部の径寸法は68mm以上78mm以下に設定される。
S1={π/(4・P/2)}・(Dy2-Ds2) …(1)
S20=X2 ・(πDy/P/2+πDe/P/2)/2 …(2)
r20=(De-Dy)/2÷(μ2・S20) …(3)
S21=W・X2 …(4)
r21=0.5X1/(μ2・S21) …(5)
r2=r20+r21 …(6)
1/r345=1/(r3+r4)+1/r5
r345=r5(r3+r4)/(r3+r4+r5) …(7)
r345=(LpδS4+μfδ2S3)/μ0(μfS3S4δ+S4S5Lp+μfS3S5δ)
…(8)
S1={π/(4・P/2)}・(Dy2-Ds2) …(9)
X2=S1/W …(10)
W=(π・Dr)/P …(11)
このような定数において、爪部112cの根元厚みをX1とし、X1/X2を0.6~1.2、Ls/Ly を1.15~1.75まで変化させて出力電流の推移を求めた。なお、式(4)では合成磁気抵抗r345は断面積S3,S4,S5を用いて表されているが、この場合には、X1、X2等を用いて書き換えたものを使用する。また、図4に示す例では、根元内周側の径Dc(以下では、爪部根元内径と呼ぶことにする)と谷径Deとを同一寸法としているので、X1/X2を変化させると(すなわち、X1を変化させると)、それに応じて谷径De(=Dc)も変化することになる。
上述したシミュレーションでは、端板部112bの形状は、図4や図8に示したように爪部根元の内周側の形状が円形であって、爪部根元に連結する部分のみが外周方向に突出した形状であるとしている。すなわち、爪部112c間の谷間領域の谷部の径寸法Deと爪部根元の径寸法とが等しく設定されている場合の、シミュレーション結果である。
r21=0.5(Dr-De)/(μ2・S21) …(12)
図2に示したように、ロータ112にはフロントファン7Fおよびリアファン7Rが設けられており、界磁コイル12は、これらのファン7F,7Rによって形成された冷却風により冷却される構成となっている。そのため、図14(b)のように谷径DeがDe>Dcのように設定された場合、界磁コイル12を爪部根元内径Dcまで巻回したとしても、コイル外径Dcoilは谷径Deよりも小さいことになる。その結果、端板部112bが界磁コイル12の外周面への冷却風の流れを阻害し、コイル冷却効果が低下することになる。
ところで、従来のルンデル型ロータでは、図20(a)に示すように、各爪部112cは、隣接する爪部112cに対向する2つの側面73が、それぞれ外径側から内径側にかけて絞ったような形状となっている。各側面73はそれぞれ角度θだけ絞っており、2つの側面73が成す角度は2θとなっている。例えば、12極の場合には、爪部112cの側面73を片側で15deg絞っており、16極の場合には11.25deg絞っている。
Claims (11)
- 界磁コイルが巻装された円筒部と、該円筒部の軸方向両端面に対向するように配置された板状の第1および第2の端板部と、前記第1の端板部から前記第2の端板部方向へと回転軸に平行に伸延する複数の第1の爪部と、前記第2の端板部から前記第1の端板部方向へと回転軸に平行に伸延し、前記複数の第1の爪部に対して周方向に交互に配置された第2の爪部と、を有するルンデル型回転子と、
前記ルンデル型回転子の外周に回転空隙を有して対向配置され、電機子コイルが巻装された積層鉄心を有する固定子と、を備えた公称φ128の車両用交流発電機であって、
前記第1および第2の端板部は、回転軸の回り一周に渡って連続している円板領域と、前記円板領域から外周方向に突出し、前記爪部が形成された複数の突出領域とから成り、
前記突出領域間に形成される谷間領域の底部の径寸法を68mm以上78mm以下に設定したことを特徴とする車両用交流発電機。 - 請求項1に記載の車両用交流発電機において、
前記積層鉄心の回転軸方向長さをLs、前記円筒部の長さをLy、前記第1および第2の端板部の厚さをX2、前記第1および第2の爪部の根元径方向厚さをX1としたときに、比率Ls/Lyを1.0以上とし、かつ、比率X1/X2を0.9以上1.1以下に設定したことを特徴とする車両用交流発電機。 - 界磁コイルが巻装された円筒部と、該円筒部の軸方向両端面に対向するように配置された板状の第1および第2の端板部と、前記第1の端板部から前記第2の端板部方向へと回転軸に平行に伸延する複数の第1の爪部と、前記第2の端板部から前記第1の端板部方向へと回転軸に平行に伸延し、前記複数の第1の爪部に対して周方向に交互に配置された第2の爪部と、を有するルンデル型回転子と、
前記ルンデル型回転子の外周に回転空隙を有して対向配置され、電機子コイルが巻装された積層鉄心を有する固定子と、を備えた公称φ139の車両用交流発電機であって、
前記第1および第2の端板部は、回転軸の回り一周に渡って連続している円板領域と、前記円板領域から外周方向に突出し、前記爪部が形成された複数の突出領域とから成り、
前記突出領域間に形成される谷間領域の底部の径寸法を70mm以上80mm以下に設定したことを特徴とする車両用交流発電機。 - 請求項3に記載の車両用交流発電機において、
前記積層鉄心の回転軸方向長さをLs、前記円筒部の長さをLy、前記第1および第2の端板部の厚さをX2、前記第1および第2の爪部の根元径方向厚さをX1としたときに、比率Ls/Lyを1.0以上とし、かつ、比率X1/X2を0.8以上1.1以下に設定したことを特徴とする車両用交流発電機。 - 請求項1乃至4のいずれか一項に記載の車両用交流発電機において、
前記突出領域間に形成される谷間領域の底部の径寸法を前記界磁コイルの外径以下に設定したことを特徴とする車両用交流発電機。 - 界磁コイルが巻装された円筒部と、該円筒部の軸方向両端面に対向するように配置された板状の第1および第2の端板部と、前記第1の端板部から前記第2の端板部方向へと回転軸に平行に伸延する複数の第1の爪部と、前記第2の端板部から前記第1の端板部方向へと回転軸に平行に伸延し、前記複数の第1の爪部に対して周方向に交互に配置された第2の爪部と、を有するルンデル型回転子と、
前記ルンデル型回転子の外周に回転空隙を有して対向配置され、電機子コイルが巻装された積層鉄心を有する固定子と、を備え、
前記第1および第2の端板部は、回転軸の回り一周に渡って連続している円板領域と、前記円板領域から外周方向に突出し、前記爪部が形成された複数の突出領域とから成り、
前記突出領域間に形成される谷間領域の底部の径寸法を、前記突出領域に形成された前記爪部の根元内径寸法以上、かつ、前記爪部の外径寸法以下に設定したことを特徴とする車両用交流発電機。 - 請求項6に記載の車両用交流発電機において、
前記谷間領域の底部の径寸法は、さらに、他方の端板部から伸延する爪部と前記底部との隙間寸法が前記第1の爪部と前記第2の爪部との隙間寸法以上となるように、設定されていること特徴とする車両用交流発電機。 - 界磁コイルが巻装された円筒部と、該円筒部の軸方向両端面に対向するように配置された板状の第1および第2の端板部と、前記第1の端板部から前記第2の端板部方向へと回転軸に平行に伸延する複数の第1の爪部と、前記第2の端板部から前記第1の端板部方向へと回転軸に平行に伸延し、前記複数の第1の爪部に対して周方向に交互に配置された第2の爪部と、を有するルンデル型回転子と、
前記ルンデル型回転子の外周に回転空隙を有して対向配置され、電機子コイルが巻装された積層鉄心を有する固定子と、を備え、
前記第1および第2の端板部は、回転軸の回り一周に渡って連続している円板領域と、前記円板領域から外周方向に突出し、前記爪部が形成された複数の突出領域とから成り、
前記突出領域間に形成される谷間領域の底部の径寸法を前記界磁コイルの外径と等しく設定したことを特徴とする車両用交流発電機。 - 請求項1乃至8のいずれか一項に記載の車両用交流発電機において、
前記第1および第2の爪部は、該爪部の伸延方向に垂直な断面において、周方向の幅寸法が外周側から内周側まで等しく設定されていることを特徴とする車両用交流発電機。 - 請求項1乃至9のいずれか一項に記載の車両用交流発電機において、
前記円筒部は別体に形成された第1の円筒部と第2の円頭部とから成り、
前記ルンデル型回転子は、前記第1の端板部と前記第1の爪部と前記第1の円筒部とが一体に形成されるとともに、前記第2の端板部と前記第2の爪部と前記第2の円筒部とが一体に形成されている、2ピース形式の回転子であることを特徴とする車両用交流発電機。 - 請求項1乃至9のいずれか一項に記載の車両用交流発電機において、
前記ルンデル型回転子は、前記円筒部と、前記前記第1の爪部が形成された前記第1の端板部と、前記第2の爪部が形成された前記第2の端板部とが別体で形成されている、3ピース形式の回転子であることを特徴とする車両用交流発電機。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN2010800634702A CN102771033A (zh) | 2010-03-31 | 2010-03-31 | 车辆用交流发电机 |
PCT/JP2010/055899 WO2011121770A1 (ja) | 2010-03-31 | 2010-03-31 | 車両用交流発電機 |
JP2012507989A JPWO2011121770A1 (ja) | 2010-03-31 | 2010-03-31 | 車両用交流発電機 |
US13/575,361 US20130187515A1 (en) | 2010-03-31 | 2010-03-31 | Vehicular Alternating Current Generator |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2010/055899 WO2011121770A1 (ja) | 2010-03-31 | 2010-03-31 | 車両用交流発電機 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011121770A1 true WO2011121770A1 (ja) | 2011-10-06 |
Family
ID=44711556
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2010/055899 WO2011121770A1 (ja) | 2010-03-31 | 2010-03-31 | 車両用交流発電機 |
Country Status (4)
Country | Link |
---|---|
US (1) | US20130187515A1 (ja) |
JP (1) | JPWO2011121770A1 (ja) |
CN (1) | CN102771033A (ja) |
WO (1) | WO2011121770A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20130082564A1 (en) * | 2010-05-31 | 2013-04-04 | Hitachi, Ltd. | Alternator for vehicle |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9577501B2 (en) * | 2013-04-05 | 2017-02-21 | Remy Technologies, Llc | Claw pole rotor with cavity for minimizing flux leakage |
KR20190141018A (ko) * | 2016-03-02 | 2019-12-20 | 가부시키가이샤 히다치 산키시스템 | 액시얼 갭형 회전 전기 및 그 제조 방법 |
JP6597705B2 (ja) * | 2016-06-03 | 2019-10-30 | 株式会社デンソー | 回転電機 |
WO2018087889A1 (ja) * | 2016-11-11 | 2018-05-17 | 三菱電機株式会社 | 回転電機の回転子 |
CN106899157B (zh) * | 2017-04-28 | 2023-07-18 | 上海法雷奥汽车电器系统有限公司 | 一种车用交流发电机 |
CN106877606B (zh) * | 2017-04-28 | 2023-10-13 | 上海法雷奥汽车电器系统有限公司 | 一种车用交流发电机 |
CN106877605B (zh) * | 2017-04-28 | 2023-07-21 | 上海法雷奥汽车电器系统有限公司 | 一种车用交流发电机 |
CN106936280B (zh) * | 2017-04-28 | 2023-07-25 | 上海法雷奥汽车电器系统有限公司 | 一种车用交流发电机 |
CN107070149B (zh) * | 2017-04-28 | 2023-07-25 | 上海法雷奥汽车电器系统有限公司 | 一种车用交流发电机 |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS4836312U (ja) * | 1971-09-04 | 1973-05-01 | ||
JPS5698349A (en) * | 1980-01-07 | 1981-08-07 | Hitachi Ltd | Rotor of rotary electric machine and manufacture thereof |
JPH11243673A (ja) * | 1997-09-26 | 1999-09-07 | Denso Corp | 車両用交流発電機 |
JP2000341890A (ja) * | 1999-05-24 | 2000-12-08 | Denso Corp | 車両用交流発電機の回転子 |
JP2001231194A (ja) * | 2000-02-10 | 2001-08-24 | Mitsubishi Electric Corp | 交流発電機 |
WO2002029960A1 (fr) * | 2000-09-26 | 2002-04-11 | Mitsubishi Denki Kabushiki Kaisha | Generateur c.a. d'un vehicule |
JP2005130610A (ja) * | 2003-10-23 | 2005-05-19 | Mitsubishi Electric Corp | 車両用回転電機 |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5934058B2 (ja) * | 1975-09-04 | 1984-08-20 | アイダエンジニアリング (株) | 放射状に形成された部材が軸方向に折曲されているポ−ルピ−スの製造方法 |
JPS6447540U (ja) * | 1987-09-18 | 1989-03-23 | ||
EP0881756B1 (en) * | 1997-05-26 | 2001-08-01 | Denso Corporation | Alternator for vehicle |
EP0910155B1 (en) * | 1997-09-26 | 2001-08-29 | Denso Corporation | Alternator for vehicle |
US6313559B1 (en) * | 1999-04-14 | 2001-11-06 | Denso Corporation | Stator arrangement of rotary electric machine |
JP4206602B2 (ja) * | 2000-03-31 | 2009-01-14 | 株式会社デンソー | 車両用交流発電機 |
KR100444937B1 (ko) * | 2000-09-26 | 2004-08-18 | 미쓰비시덴키 가부시키가이샤 | 차량용 교류발전기 |
US6707227B1 (en) * | 2002-12-11 | 2004-03-16 | Visteon Global Technologies, Inc. | High power alternator field coil |
JP3941821B2 (ja) * | 2005-07-15 | 2007-07-04 | 株式会社デンソー | 車両用タンデム式回転電機 |
JP4856940B2 (ja) * | 2005-12-09 | 2012-01-18 | 日立オートモティブシステムズ株式会社 | 回転電機およびその製造方法 |
JP2007330018A (ja) * | 2006-06-07 | 2007-12-20 | Denso Corp | タンデム型交流発電機の回転子 |
JPWO2011151874A1 (ja) * | 2010-05-31 | 2013-07-25 | 株式会社日立製作所 | 車両用交流発電機 |
-
2010
- 2010-03-31 CN CN2010800634702A patent/CN102771033A/zh active Pending
- 2010-03-31 JP JP2012507989A patent/JPWO2011121770A1/ja active Pending
- 2010-03-31 WO PCT/JP2010/055899 patent/WO2011121770A1/ja active Application Filing
- 2010-03-31 US US13/575,361 patent/US20130187515A1/en not_active Abandoned
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS4836312U (ja) * | 1971-09-04 | 1973-05-01 | ||
JPS5698349A (en) * | 1980-01-07 | 1981-08-07 | Hitachi Ltd | Rotor of rotary electric machine and manufacture thereof |
JPH11243673A (ja) * | 1997-09-26 | 1999-09-07 | Denso Corp | 車両用交流発電機 |
JP2000341890A (ja) * | 1999-05-24 | 2000-12-08 | Denso Corp | 車両用交流発電機の回転子 |
JP2001231194A (ja) * | 2000-02-10 | 2001-08-24 | Mitsubishi Electric Corp | 交流発電機 |
WO2002029960A1 (fr) * | 2000-09-26 | 2002-04-11 | Mitsubishi Denki Kabushiki Kaisha | Generateur c.a. d'un vehicule |
JP2005130610A (ja) * | 2003-10-23 | 2005-05-19 | Mitsubishi Electric Corp | 車両用回転電機 |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20130082564A1 (en) * | 2010-05-31 | 2013-04-04 | Hitachi, Ltd. | Alternator for vehicle |
Also Published As
Publication number | Publication date |
---|---|
US20130187515A1 (en) | 2013-07-25 |
JPWO2011121770A1 (ja) | 2013-07-04 |
CN102771033A (zh) | 2012-11-07 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2011121770A1 (ja) | 車両用交流発電機 | |
JP6579395B2 (ja) | 回転電機 | |
US10790734B2 (en) | Rotating electric machine | |
JP4410159B2 (ja) | 交流回転電機 | |
JP3709582B2 (ja) | 車両用交流発電機 | |
US7701109B2 (en) | Rotating electrical machine | |
US8067871B2 (en) | Permanent magnet rotating electric machine and electric car using the same | |
US8810101B2 (en) | Electric rotary machine having claw magnetic poles with flanges having centrifugal force resistance | |
JPH11136913A (ja) | 回転電機の回転子 | |
JP2005204484A (ja) | 交流回転電機 | |
WO2011067962A1 (ja) | 車両用回転電機 | |
US20050006975A1 (en) | Twin coil claw pole rotor with dual internal fan configuration for electrical machine | |
US10910932B2 (en) | Rotating electric machine | |
JP6766575B2 (ja) | 回転電機 | |
US20190252931A1 (en) | Rotary electrical machine | |
WO2012077215A1 (ja) | 車両用交流発電機 | |
JP3830779B2 (ja) | 車両用交流発電機 | |
WO2011151874A1 (ja) | 車両用交流発電機 | |
JP5015214B2 (ja) | 交流回転電機 | |
JPWO2002029960A1 (ja) | 車両用交流発電機 | |
US20050006973A1 (en) | Twin coil claw pole rotor with five-phase stator winding for electrical machine | |
JP2023018091A (ja) | 永久磁石同期機及びこれを備えた電動機車両 | |
WO2012059981A1 (ja) | 車両用交流発電機 | |
JPWO2012001817A1 (ja) | 車両用交流発電機 | |
WO2017209246A1 (ja) | 回転電機 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201080063470.2 Country of ref document: CN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2012507989 Country of ref document: JP |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10848948 Country of ref document: EP Kind code of ref document: A1 |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13575361 Country of ref document: US |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 10848948 Country of ref document: EP Kind code of ref document: A1 |