JP2010239727A - Ac generator for vehicle and generator motor device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a dynamo-electric machine for vehicles that efficiently cools commutators without adding any component for cooling the commutators. <P>SOLUTION: An AC generator for vehicles includes: a rotor 5 where a shaft 9 to which a rotor magnetic pole 6 is fixed is rotatably supported by a bearing, a fan 15 that is attached to the rotor 5 and generates cooling air by rotation of the rotor 5, a stator 1 that includes a stator coil 3 and is disposed on the periphery of the rotor 5, an R bracket 11 supporting the bearing and the stator 1 and forming a path of cooling air generated by the fan 15, the commutator 25 for commutating power generated from the rotor 5, a conductor for electrically connecting the stator coil 3 to the commutator 25, and a connection component 27 for forming the periphery of the conductor from an insulation material. In this case, the connection component 27 is disposed between the stator coil 3 of the stator 1 and the commutator 25. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicular AC generator and a vehicular generator-motor apparatus.

  In order to supply electric power to an electric load in a vehicle, a vehicular AC generator is mounted on an engine which is an internal combustion engine. In an AC generator for a vehicle, the rotational force of the engine is rotated through a belt and a pulley, and the rotor is rotated to generate AC power in the stator winding. The rear bracket of the AC generator is provided with a rectifier for rectifying the generated AC power into DC, and supplies the rectified power to a storage battery such as a battery. The fan provided in the rotor takes in cooling air from the vicinity of the rectifier and cools the rectifier. Thereafter, the cooling air passes through the end coil portion of the stator that has generated heat and is exhausted to the outside of the rotating electrical machine.

  Conventionally, the cooling air is taken in between the cooling fins for cooling the electronic components and the rear bracket on the rotating electric machine side, passes through the ventilation window provided near the center of the rear bracket, and then the end coil portion in the rotating electric machine. A technique is known in which the air is exhausted to the outside of the rotating electric machine (see, for example, Patent Document 1).

  In addition, cooling air is taken in from the rear bracket side, that is, the cooling fins of the rectifier are provided near the rotating shaft, and the fin protrusion height is increased from the outer diameter side toward the inner diameter side to increase the heat dissipation area. There is known a technique for increasing the value (see, for example, Patent Document 2). In this method, cooling air can be taken from the area on the side opposite to the rear bracket, and cooling air can be taken from a direction parallel to the rotation axis. Similarly to the above, the taken cooling air passes through the ventilation window provided in the vicinity of the center of the rear bracket, passes through the end coil portion in the rotating electrical machine, and is exhausted to the outside of the rotating electrical machine.

JP 2006-166538 A JP 2003-299313 A

  While vehicle miniaturization and engine room miniaturization are progressing, the vehicle alternator itself is required to be miniaturized. On the other hand, the output of the vehicle alternator itself is increased due to the increase in electric load. Multifunctionality and high efficiency are also required. In such a situation, as described in Patent Document 2, in the structure in which the cooling air is taken in from the anti-rear bracket side of the rotating electrical machine through the vicinity of the rotating shaft, particularly in the structure in which the cooling air is taken in from the direction parallel to the rotating shaft, The mounting space for the electronic parts constituting the apparatus is reduced, and the proportion of the electronic parts on the rear bracket projection surface is increased, so that the window area for the cooling air is reduced. Furthermore, by adding the engine starting function as described above, components such as the rotational position detecting device are also arranged in the vicinity of the rotational axis, and the structure for taking in cooling air from a direction parallel to the rotational axis is more severe. It will be. Therefore, as described above, a structure in which the cooling air is taken in from the outer side of the rotating electrical machine can be considered, but the portion between the rectifier and the rear bracket where the cooling air is taken is relatively close to the exhaust window of the rear bracket. Then, the warm air that has passed through the rectifier and the end coil portion of the stator is again taken in between the rectifier and the rear bracket. As a result, there is a problem that the temperature of the wind taken into the rectifier unit becomes high and the rectifier cannot be efficiently cooled.

  On the other hand, due to the high output of the rotating electric machine, both the end coil portion of the stator and the amount of heat generated increase. Since the stator end coil part has a relatively large amount of heat, the radiant heat raises the temperature of the rear bracket, and when the rear bracket is made of a material with good heat dissipation such as aluminum die casting, the rectifier As a result, the temperature of the cooling air passage between the rear bracket and the temperature of the rectifier itself increases. Therefore, it is conceivable to install a diagonal heat plate on the end coil side or the rectifier side of the rear bracket against the temperature rise of the cooling air passage or the rectifier itself caused by the radiant heat from the end coil, but the number of parts increases. This leads to an increase in cost.

  The objective of this invention is providing the rotary electric machine for vehicles which can cool a rectifier efficiently, without adding another component for cooling of a rectifier.

  The present invention includes a rotor having a rotor magnetic pole, and a rotating shaft to which the rotor magnetic pole is fixed is rotatably supported by two or more bearings, and cooling air that is attached to the rotor and rotated by the rotor. A fan to be generated, a stator having a stator winding and disposed on the outer periphery of the rotor; a bracket that supports the bearing and the stator and that forms a passage for cooling air generated by the fan; and the rotor A rectifier that rectifies the electric power generated from the conductor, a conductor that electrically connects the stator winding and the rectifier, and a wiring component that is formed of an insulating member around the conductor. This is an automotive alternator in which wiring components are arranged between a stator winding and a rectifier.

  Further, the present invention provides a rotor having a rotor magnetic pole, and a rotor shaft on which the rotor magnetic pole is fixed is rotatably supported by two or more bearings, and cooling air that is attached to the rotor and rotated by the rotor. A fan having a stator winding and a stator disposed on the outer periphery of the rotor, a bracket that supports the bearing and the stator and that forms a passage for cooling air generated by the fan, and a rotation A rectifier that rectifies the electric power generated from the child, a conductor that electrically connects between the stator winding and the rectifier, a wiring component that forms an insulator around the conductor, and a rotational position of the rotor A vehicular generator-motor apparatus having a magnetic detecting means for detecting, and connecting components between the stator winding of the stator and the rectifier.

  ADVANTAGE OF THE INVENTION According to this invention, the rotary electric machine for vehicles which can cool a rectifier efficiently can be provided, without adding another component for cooling of a rectifier.

It is sectional drawing which shows the whole structure of the alternating current generator for vehicles by one Embodiment of this invention. It is the rectifier of the alternating current generator for vehicles by one Embodiment of this invention. It is the external appearance of the state with which the stator and connection component of the rectifier of the alternating current generator for vehicles by one Embodiment of this invention were connected. It is an external view of the connection component by one Embodiment of this invention. It is sectional drawing of the connection components by one Embodiment of this invention. It is an external appearance at the time of providing a plate-shaped member in the surface facing a stator coil with respect to one embodiment connection part of this invention. It is sectional drawing which shows the whole structure of the generator motor apparatus for vehicles by one Embodiment of this invention. It is the external appearance of the magnetic member and magnetic member holder which are to-be-detected bodies for the magnetic pole position detection apparatus of the rotor by one Embodiment of this invention. It is a bird's-eye view of the magnetic detection means of the magnetic pole position detection apparatus by one Embodiment of this invention.

  Hereinafter, a vehicle AC generator and a vehicle generator-motor apparatus according to an embodiment of the present invention will be described with reference to FIGS.

  The following embodiments particularly relate to a vehicular AC generator for supplying electric power to a vehicle electrical load and a storage battery, and further to a generator-motor apparatus that also has an engine start function. Instead of a terminal block that connects the rectifying element and the coil, a conductor for connecting the stator coil and the rectifying device is provided between the rectifying device of the vehicle alternator and the end coil of the stator. By interposing a connection part formed of an insulator having low thermal conductivity, heat of the end coil is suppressed from being transmitted to the rectifier. Further, in the above connection parts, the outer peripheral portion of the resin part of the connection parts is provided with an inclination in a direction away from the rectifier so that the exhaust air is exhausted in the direction opposite to the rectifier, and is provided in the rotor part. For cooling the rectifier by preventing the cooling air generated by the fan from passing through the end coil part of the AC generator and exhausting out of the rear bracket and then entering between the rectifier and the rear bracket again. A rotating electrical machine for a vehicle capable of efficiently cooling a rectifier without adding another part.

  The configuration of the automotive alternator 100 according to the present embodiment will be described with reference to FIG. FIG. 1 is a cross-sectional view showing an overall configuration of an automotive alternator 100 according to an embodiment of the present invention. A vehicular AC generator 100 shown in FIG. 1 is a field winding type rotary machine having a Rundel type rotor. The vehicle alternator 100 includes a stator 1 and a rotor 5. The stator 1 includes a stator core 2 (stator core) and a stator coil 3 (armature winding). The stator 1 is formed in a cylindrical shape so as to surround the rotor 5, and the stator core 2 includes a cylindrical portion and a magnetic pole portion protruding toward the center of the cylindrical portion on the inner peripheral side of the cylindrical portion. The stator core 2 is stacked so that thin steel plates such as electromagnetic steel plates and carbon steel plates are stacked, and is formed by welding the outer periphery of the stator core 2 in several layers. From a thin steel plate, a ring portion corresponding to a cylindrical portion and a protruding portion corresponding to a magnetic pole portion are integrally formed by press punching. The magnetic pole portions of the stator core 2 are formed at equal intervals on the inner periphery of the cylindrical portion. Slot portions are formed at equal intervals in the circumferential direction between adjacent magnetic pole portions. The steel plate forming the stator core 2 may be formed on a cylinder by punching a slot and a magnetic pole part into a strip-shaped steel plate. Insulating paper 4 (not shown) is inserted into the slot portion, and the stator coil 3 is further inserted, whereby the stator coil 3 is wound around the magnetic pole portion.

  The stator 1 is positioned between an aluminum F bracket 10 and an R bracket 11 and is fixed so as to be sandwiched between through bolts.

  The rotor 5 is a Rundel type rotor of a field winding type rotating machine. The rotor 5 includes a rotor magnetic pole 6 and a field winding 7. The rotor magnetic pole 6 is a pair of Crowpole type magnetic poles. The claw portions of the claw-shaped magnetic pole 6A and the claw magnetic pole 6B are alternately opposed to form the rotor magnetic pole 6, and the field winding 7 is wound around the winding frame 8 positioned on the inner peripheral side of the rotor magnetic pole 6. Housed in the magnetic pole 6. The rotor magnetic pole 6 is fixed to the shaft 9 to constitute the Rundel type rotor 5 of the field winding type rotating machine. A current is supplied to the field winding 7 from the brush 13 accommodated in the brush holder 12 via the slip ring 14, and a magnetic flux is generated in the claw pole type rotating magnetic pole 6. Two wires covered with an insulation coating come out from the slip ring 14, and similarly, two wires covered with an insulation coating are drawn out from the field winding 7 and connected at the field terminal portion 17. It is fixed. The field terminal portion 17 is formed by integrally molding a metal plate that has been processed so as to fix the field wire with an insulating resin material, and is fixed to the shaft 9.

  The shaft 9 which is a rotating shaft is supported by a pulley side bearing 18 and an anti-pulley side bearing 19.

  When the vehicle alternator 100 is attached to the engine of the vehicle, the engine shaft and the pulley 21 of the rotor 5 transfer mechanical energy through a connecting member such as a belt. The pulley 21 is attached to the shaft 9 with a pulley nut 22.

  The inner ring side of the pulley-side bearing 18 is attached to the shaft 9 via a spacer 20 that adjusts the position with the stator core 2. Further, the outer ring side of the pulley side bearing 18 is housed in a cylindrical portion formed at the center of the F bracket 10 and is fixed by a press plate 23 and a press plate bolt 24. The inner ring side of the non-pulley side bearing 19 is press-fitted into the shaft 9, and the outer ring side is housed in a cylindrical portion formed at the center of the R bracket 11. This time, the outer periphery of the non-pulley bearing 19 is made of a resin molded partly formed in a ring shape. The rotor magnetic pole 6 is provided with fans 15 and 16 for cooling the vehicle alternator 100, and can take outside air into the vehicle alternator 100 as the rotor 5 rotates. It has become.

  A rectifier 25 is attached to the R bracket 11 with bolts 26, and a connection component 27 is attached to the stator coil 3. The wiring component 27 and the rectifier 25 are electrically connected by a bolt 28. An aluminum base 25 </ b> A is attached to the rectifier 25, and is cooled by the cooling air 50 taken in between the R bracket 11 and the rectifier 5 from the outer peripheral side of the vehicle AC generator by the fan 15. The cooling air 50 is taken in from between the R bracket 11 and the rectifying device 25, passes through the vent hole provided near the center of the R bracket 11, passes around the stator coil 3, and then is exhausted around the R bracket. The air is exhausted out of the vehicle alternator 100 through the hole.

  FIG. 2 is a schematic diagram of the rectifying device portion 25 of the vehicle alternator 100 as an example. The rectifier 25 is formed of a U-shaped resin material and is divided into four areas. Of the four areas, three areas 30a, 30b, and 30c are rectifiers, and this is because the three-phase vehicle AC generator 100 is assumed this time. In the rectifying unit, a desired rectifying element and a substrate are arranged for each area, and a conductive metal body is insert-molded in the resin material. After the arrangement of the rectifying element and the substrate, the rectifying element and Make electrical connections. After the electrical connection between the rectifying element and the substrate is finished, an insulating resin material is poured into the areas 30a, 30b, and 30c to protect the rectifying element, the substrate, and the junction. The rectifying element used in the 30a, 30b, and 30c this time is assumed to be a MOSFET (complementary metal oxide semiconductor). In one area 30d out of the four areas, a field drive circuit for supplying a desired current to the field winding 7 of the vehicle AC generator 100 and output power generated from the stator coil 3 are used as a rectifying element. An IC for driving the MOS-FET and communicating with the vehicle side such as CAN and LIN is incorporated through a connector 31 provided near the area 30d.

  Further, in each of the three areas 30a, 30b, and 30c, terminal portions 32a, 32b, and 32c, each of which is formed by insert-molding a conductive metal body into the rectifier 25, are exposed. Electrical connection is made between the rectifying device portions 25. Further, the rectifying device portion 25 is provided with a terminal portion 33 which is a direct-current power input / output portion for the vehicle side battery. This terminal portion has a bolt shape so that an electric wire with a crimp terminal can be connected from the outside. As described above, a disc-shaped aluminum base 25A is attached to one side of the rectifying device portion 25 shown in FIG. 2, and the aluminum base 25A is cooled by the intake effect of the fan 15 provided in the rotor 5. By doing so, it is possible to cool the rectifying element, the field drive circuit portion, and the ICs arranged on the rectifying device 25A. In FIG. 2, the brush holder 12 and the brush 13 are disposed in the missing portion of the resin portion that is U-shaped on the rectifying device 25. The brush holder 12 is fixed on the aluminum base 25A with bolts 34 or the like. Further, the brush holder 12 is provided with terminals 12a and 12b for electrical connection, and is electrically connected to a field drive circuit section provided in 30d. .

  FIG. 3 shows a state in which the stator, the coil 3 and the wiring component 27 are connected. 4 shows a view of the connection component 27 as viewed from the direction A in FIG. 3, and FIG. 5 shows a cross section of the connection component 27 cut along the BB cross section. In the example shown in FIG. 3, the stator coil 3 is a three-phase star connection, and lead wires 3a, 3b, 3c which are output wires and lead wires 3d, 3e, 3f which are neutral wires are provided in total. The line is protruding. On the other hand, the wiring component 27 has three-phase conductors 40, 41, and 42 for output line connection, and a conductor 43 for neutral line connection, and each conductor has a U-shape for three-phase output line connection. Terminal portions 40a, 41a, and 42a and U-shaped terminals 43a, 43b, and 43c for neutral wire connection, and can be electrically connected to the lead wires 3a to 3f. . As shown in the cross-sectional view of FIG. 5, the connection component 27 is formed of an insulating resin 29 around the connection component 27, and conductors 40, 41, 42 that make electrical connection inside the resin 29, and 43 is inserted. The output line connection conductors 40, 41, 42 are provided with connection portions 40b, 41b, 42b for connection to the rectifier 25. The terminal portions 32a, 32b, 32c shown in FIG. Connected at.

  In FIG. 4, three-phase conductors 40, 41, and 42 for output line connection are shown by dotted lines in the portion hidden by the resin portion 29, and the conductor 43 for neutral wire connection is from the resin component 29. Only the protruding part is shown. The conductors 40, 41, and 42 that perform output line connection are arranged on the same plane, and the conductors 40, 41, and 42 are arranged with the neutral wire connection conductor 43 with the resin component 29 interposed therebetween. In this example, since the stator coil 3 is a star connection, the conductor 43 is necessary. However, in the case of a three-phase delta connection, the conductor 43 can be omitted.

  In this example, the terminal and the lead wire are shaped to be electrically connected by soldering after crimping the terminal, but a joining technique such as resistance welding may be used.

  In addition, a fixing bolt 44 is insert-molded in the central portion of the connection part 27. This is provided to fix the connection component 27 to the R bracket 11, and after this bolt 44 passes through a through hole provided in the R bracket 11, it is fixed with a nut. This bolt is used for fixing the connection component 27 this time, and can be substituted with a rivet or the like depending on the vibration condition or the like, and may be omitted when the vibration condition is low. As shown in FIG. 5, the resin portion 29 that bears the shape of the connection component 27 is provided with an inclined portion 29 </ b> A on the outer peripheral portion of the connection component 27. The inclined portion 29A has a shape that inclines in a direction away from the rectifying device 5 in the automotive alternator 100 of FIG. 1 when connected to the stator coil 3.

  When the rotational speed of the rotor 5 is low, the air volume of the cooling air 50 taken in by the fan 15 is relatively small, and in the state where the connection component 27 is not interposed, the copper heat loss from the stator coil 3 is aluminum having good thermal conductivity. It is transmitted to the R bracket 11 made of metal, and is transmitted to the ventilation path of the cooling air formed between the R bracket 11 and the rectifier 25, and further to the aluminum base 25A of the rectifier 25, and the heat of the stator coil 3 is transferred to the rectifier 5. Will raise the temperature. In particular, in the structure of the AC generator 100 for a vehicle, since the distance between the stator coil 3 and the rectifier 25 is relatively short, the influence on the temperature rise is significant.

  In addition, this time, it is assumed that the rectifying element in the rectifying device 25 is a MOS-FET. Currently, diodes are the mainstream of rectifying elements used in vehicle alternators, but by using MOS-FETs, the resistance of the elements themselves can be kept low, leading to improved efficiency of the vehicle alternator. Also, since the MOS-FET can be controlled on and off, it is possible to power the rotating electrical machine by supplying power from a battery that is a DC power source and performing AC conversion, and it can also be used as a generator motor. Is possible.

  On the other hand, the heat-resistant temperature of the MOS-FET itself is lower than that of the diode. Therefore, although the diode has a high heat resistance even if it is somewhat affected by the heat from the stator coil 3, the element itself has a proof strength. However, by using a MOS-FET as the rectifying element, the heat effect from the stator coil 3 can be reduced. It is essential to suppress it.

  In this embodiment, by connecting the stator coil 3 and the wiring component 27 as shown in FIG. 2, the wiring component 27 formed of a resin member having a relatively high thermal resistance is connected to the R bracket 11 as shown in FIG. It is arranged between the stator coils 3. Therefore, the wiring component 27 serves as heat insulation between the stator coil 3 and the rectifier, and heat generated from the stator coil 3 can be prevented from being transmitted to the R bracket 11, thereby suppressing the temperature rise of the rectifier 5. Is possible.

  When the rotation speed of the rotor 5 is high, the air volume of the cooling air 50 taken in by the fan 15 is relatively large. At that time, in the state where the resin inclined portion 29A of the connection component 27 is not present, the air 50 that has cooled the aluminum base 25A and the stator 3 of the rectifying device 25 again flows between the R bracket 11 and the rectifying device 5. It becomes difficult to cool the rectifier 5 efficiently. By providing the resin inclined portion 29A in the connection portion 27 as in the present embodiment, when the cooling air 50 is exhausted from the vehicle AC generator 100, it is exhausted in a direction away from the rectifying device 5. The exhausted cooling air 50 can be prevented from flowing again between the R bracket 11 and the rectifying device 25, and the cooling air having the same temperature as the outside air can be taken in between the R bracket 11 and the rectifying device 25. Become. In this example, the cooling air is taken in between the R bracket 11 and the rectifier 25 only from the outer peripheral side of the vehicle alternator 100. On the other hand, a structure in which cooling air is taken in from the axial direction of the AC generator 100 for the vehicle by arranging fewer components or arranging the mounted components in the axial direction relative to the projected area on the R bracket. Even when the aluminum base 25A of the rectifier 25 is formed of a casting or the like so that the cooling fins can be formed in the axial direction, the cooling air 50 is taken in from the axial direction on the outer peripheral side of the vehicle alternator 100. The same effect can be obtained.

  FIG. 6 shows a view of the connection component 27 of FIG. 4 as viewed from the surface of the connection component 27 facing the stator coil 3. In FIG. 6, the plate-like member 27a which does not exist in the content described in FIG. 5 is arranged. In FIG. 6, the plate-like member is arranged so as to extend from the inner diameter side toward the outer diameter side, and the plate-like member 27 is provided in accordance with the exhaust window of the R bracket 11, so that a smoother cooling air 50 is provided. It will prompt the exhaust of.

  In FIG. 7, the cross section which shows the whole structure of the generator motor apparatus 200 for vehicles by one Embodiment of this invention is shown. The basic configuration of the vehicular generator-motor apparatus of FIG. 7 is a field winding type rotary machine including a Rundel type rotor, similar to the vehicular AC generator 100 shown in FIG. The vehicular generator-motor apparatus 200 includes a stator 201 and a rotor 205, and the stator 101 includes a stator core (stator core) 202 and a stator coil (armature winding) 203. The stator 201 is formed in a cylindrical shape so as to surround the rotor 20, and the stator core 202 includes a cylindrical portion and a magnetic pole portion protruding toward the center of the cylindrical portion on the inner peripheral side of the cylindrical portion. The stator core 202 is stacked so as to overlap thin steel plates in which a ring portion corresponding to a cylindrical portion and a protruding portion corresponding to a magnetic pole portion are press stamped and formed, and the outer periphery of the stator core 202 is stacked in several stacking directions. It is formed by welding. Insulating paper 204 (not shown) is inserted into the slot, and the stator coil 203 is further inserted, so that the stator coil 203 is wound around the magnetic pole. The stator 201 is positioned between the aluminum F bracket 210 and the R bracket 211 and is fixed so as to be sandwiched between through bolts.

  The rotor 205 is a Rundel type rotor of a field winding type rotating machine. The rotor 205 includes a rotor magnetic pole 206 and a field winding 207. The rotor magnetic pole 206 is two pairs of Crow pole type magnetic poles. The claw portions of the claw-shaped magnetic pole 206A and the claw magnetic pole 206B are alternately opposed to constitute the rotor magnetic pole 206, and the field winding 207 is wound around the winding frame 208 on the inner peripheral side of the rotor magnetic pole 206. It is stored in. The rotor magnetic pole 206 is fixed to the shaft 209 to constitute the Rundel type rotor 205 of the field winding type rotating machine. A current is supplied to the field winding 207 from the brush 213 accommodated in the brush holder 212 via the slip ring 214, and a magnetic flux is generated in the claw pole type rotating magnetic pole 206. Two wires covered with an insulation coating come out from the slip ring 214. Similarly, two wires covered with an insulation coating are drawn out from the field winding 207 and connected at the field terminal portion 217. It is fixed. The field terminal portion 217 is formed by integrally molding a metal plate that has been processed so as to fix the field wire with an insulating resin material, and is fixed to the shaft 209.

  A shaft 209 that is a rotating shaft is supported by a pulley-side bearing 218 and an anti-pulley-side bearing 219.

  When the vehicular generator-motor apparatus 200 is attached to the engine of the vehicle, the engine shaft and the pulley 221 of the rotor 205 exchange mechanical energy via a connecting member such as a belt. The pulley 221 is attached to the shaft 209 with a pulley nut 222.

  The inner ring side of the pulley-side bearing 218 is attached to the shaft 209 via a spacer 220 that adjusts the position with the stator core 202. Further, the outer ring side of the pulley side bearing 218 is housed in a cylindrical portion formed at the center of the F bracket 210 and is fixed by a presser plate 223 and a presser plate bolt 224. The inner ring side of the non-pulley bearing 219 is press-fitted into the shaft 209, and the outer ring side is housed in a cylindrical portion formed at the center of the R bracket 211. Fans 215 and 216 are attached to the rotor magnetic pole 206 for cooling the vehicle generator-motor apparatus 200, and external air can be taken into the vehicle generator-motor apparatus 200 as the rotor 205 rotates. It becomes.

  Further, a rectifier 225 is attached to the R bracket 211 with bolts 226, and a connection component 227 is attached to the stator coil 203. The wiring component 227 and the rectifier 225 are electrically connected by a bolt 228. An aluminum base 225 </ b> A is attached to the rectifying device 225, and the space between the R bracket 211 and the rectifying device 205 is cooled by the cooling air 250 taken in by the fan 215 from the outer peripheral side of the vehicular generator-motor apparatus 200. The cooling air 250 is taken in between the R bracket 211 and the rectifier 225, passes through a vent hole provided in the vicinity of the center of the R bracket 211, passes around the stator coil 203, and then is an exhaust hole provided around the R bracket. Is exhausted out of the vehicular generator-motor apparatus 200.

  In addition, the vehicular generator-motor apparatus 200 shown in FIG. 7 includes a magnetic member 300 and a magnetic member holder 301 which are detected bodies for detecting the magnetic pole position. Furthermore, magnetic detection means 302 for the magnetic pole position detection device is also mounted at the same time. FIG. 8 shows a magnetic member 300 and a magnetic member holder 301 which are detected bodies for a rotor magnetic pole position detection device. This time, the magnetic member is a permanent magnet, and the magnetic member holder 301 is formed of a steel plate that has been subjected to drawing. The permanent magnet which is the magnetic member 300 is magnetized alternately by being divided into 12 pieces in the circumferential direction because the stator 2 has 36 magnetic poles and the rotor core 206 has 12 poles. The magnetizing direction of the permanent magnet is the same as the rotation axis. The magnetic member 300 is fixed in the magnetic member holder 301 with an adhesive or the like, and the magnetic member holder 301 is press-fitted into the shaft 209.

  FIG. 9 shows a bird's-eye view of the magnetic detection means 302 of the magnetic pole position detection device. In this example, the magnetic detection member 303 of the magnetic detection means 302 of the magnetic pole position detection device uses three Hall ICs. The three Hall ICs 303 are arranged on the magnetic detection member substrate 304 on the same circle and at the same pitch. The magnetic detection member substrate 304 is housed in a sensor housing A305 molded with a resin material, and a sensor housing B306, and a signal line 307 is taken out from a front opening provided in the sensor housing B306, and a rectifying device portion on the vehicular generator-motor apparatus 200 225 is electrically connected. The signal line 307 is composed of a total of five signal lines including three output signals from the magnetic detection member 303 and + and − of the power source. The sensor housing A305 and the sensor housing B306 of the magnetic detection means 302 of the magnetic pole position detection device are fixed with an adhesive or the like, and are fixed to the R bracket 211 with a bolt or the like by an arm portion 308 provided in the sensor housing A305. The magnetic pole 309 is formed of a magnetic material such as carbon steel so that a larger amount of magnetic flux from the magnetic member 300 passes through the magnetic detection member 303, and is attached to the sensor housing B306.

  In a vehicle having an idle stop function and equipped with this vehicle generator-motor apparatus, when the vehicle returns from the idle stop, the idle stop release signal from the vehicle side or the magnetic detection means 302 of the magnetic pole position detection device From the signal or the like, the MOS driving IC mounted in the rectifying device 225 portion turns on and off the MOS-FET in the rectifying device, and the field driving circuit passes a desired current to the field winding 207. Thus, the generator motor 200 is driven by powering to start the vehicle engine. After the complete explosion of the engine, the vehicle generator-motor apparatus 200 functions as a power generator. Although the Hall IC is used as the magnetic detection member 303 this time, a magnetoresistive sensor, a resolver, or the like may be used.

  Similar to the vehicle alternator 100, the outer peripheral side of the wiring component 227 shown in FIG. 7 has a shape in which an inclined portion is provided in a direction away from the rectifier 225.

  This effect is the same as in the vehicle alternator 100. When the rotational speed of the rotor 205 is low, the cooling air 250 has a relatively large air volume, and the heat from the stator coil 203 is rectified by the rectifying device 225 in the state where the connecting parts 227 are not interposed. The temperature rises.

  In this embodiment, by connecting the stator coil 3 and the wiring component 27 as shown in FIG. 2, the wiring component 227 serves as heat insulation between the stator coil 203 and the rectifier 225, and the stator coil 203 rectifies. It is possible to suppress an increase in the temperature of the device 225.

  In particular, the generator-motor apparatus of the present embodiment requires a power running operation to rotate the engine in a stopped state, so that a large current needs to be supplied to the stator coil at a low rotational speed, and the amount of heat generated from the stator coil. Will be bigger. Therefore, the connection component 227 greatly contributes to the heat insulation between the stator coil 203 and the rectifier 225.

  When the rotation speed of the rotor 205 is high, the air volume of the cooling air 250 taken in by the fan 215 is relatively large. At that time, by providing the resin inclined portion in the connection portion 227, when the cooling air 250 is exhausted from the vehicular generator-motor apparatus 200, it is exhausted in a direction away from the rectifying device 225. The cooling air 250 can be prevented from flowing again between the R bracket 211 and the rectifying device 225, and the cooling air having the same temperature as the outside air can be taken in between the R bracket 211 and the rectifying device 225.

  In the vehicle generator / electric device 200 of this time, the cooling air 250 is taken in only from the outer peripheral side of the vehicle generator / electric device 200. However, for the same reason as shown in the vehicle AC generator 100, the cooling wind 250 is also taken from the axial direction. When cooling air can be taken in, the same effect can be obtained even when the aluminum base 225A of the rectifier 225 is extended in the axial direction so that the rectifier 225 can be cooled from the outer peripheral direction and the axial direction. .

  Moreover, even if it arrange | positions so that a plate-shaped member may extend toward the outer-diameter side from the inner diameter side in the surface facing the stator coil 203 of the connection component 227 like FIG. 6, the effect similar to the vehicle AC generator 100 is obtained. can get.

  As described above, according to the present embodiment, instead of the member that connects the rectifier element and the stator coil, in the vehicle AC generator, the conductor that electrically connects the stator coil and the rectifier, Connecting parts that form the periphery of the insulating material between the stator coil and the rectifier allow the connecting part to act as a heat insulator, and heat is generated from the stator coil without adding new parts. Can suppress the temperature of the rectifier from being raised.

  In addition, by providing an inclined part in the direction away from the rectifier on the outer peripheral side of the surface of the connecting part that faces the stator coil, the cooling air flowing from between the rear bracket and the rectifier cools the rectifier and stator coil. After that, it is possible to suppress the flow again between the rear bracket and the rectifier, and the rectifier can be efficiently cooled.

  Furthermore, the present embodiment can be similarly applied when the vehicular generator-motor apparatus has a configuration similar to a vehicle AC generator.

  In particular, when a MOS-FET is used as the rectifying element, the heat-resistant temperature of the MOS-FET is lower than that of a diode normally used as a rectifying element, so it is formed by a heat insulating member between the stator coil and the rectifying device. It is effective to suppress the temperature rise of the MOS-FET.

1 Stator 3 Stator Coil 5 Rotor 6 Rotor Magnetic Pole 9 Shaft 11 R Bracket 15 Fan (Rear Side)
25 Rectifier 27 Connecting parts

Claims (8)

A rotor having a rotor magnetic pole, and a rotating shaft to which the rotor magnetic pole is fixed is rotatably supported by two or more bearings;
A fan attached to the rotor for generating cooling air by rotation of the rotor;
A stator having a stator winding and disposed on the outer periphery of the rotor;
A bracket that supports the bearing and the stator and forms a passage for cooling air generated by the fan;
A rectifier for rectifying the electric power generated from the rotor;
A conductor for electrically connecting the stator winding and the rectifier;
A wiring component that forms the periphery of the conductor with an insulating member;
An automotive alternator in which the wiring components are arranged between a stator winding of the stator and a rectifier. The vehicle alternator according to claim 1,
The AC generator for vehicles by which the outer diameter side part of the surface facing the said stator side in the insulating member which comprises the said connection component is inclined in the direction away from a rectifier. The vehicle alternator according to claim 2,
An AC generator for a vehicle in which a plurality of protruding plate-like members formed of insulating members are arranged on a surface facing the stator side so as to extend from a substantially inner diameter side to an outer diameter side. The vehicle alternator according to claim 1,
An automotive alternator in which a rectifying element incorporated in the rectifier is a MOSFET. A rotor having a rotor magnetic pole, and a rotating shaft to which the rotor magnetic pole is fixed is rotatably supported by two or more bearings;
A fan attached to the rotor for generating cooling air by rotation of the rotor;
A stator having a stator winding and disposed on the outer periphery of the rotor;
A bracket that supports the bearing and the stator and forms a passage for cooling air generated by the fan;
A rectifier for rectifying the electric power generated from the rotor;
A conductor for electrically connecting the stator winding and the rectifier;
Wire connection parts that form the periphery of the conductor with an insulating member;
Magnetic detection means for detecting the rotational position of the rotor,
A vehicular generator-motor apparatus in which the connection parts are arranged between a stator winding of the stator and a rectifier. The vehicular generator-motor apparatus according to claim 5,
A vehicular generator-motor apparatus in which an outer diameter side portion of a surface facing the stator side of an insulating member constituting the wiring component is inclined in a direction away from the rectifier. The vehicular generator-motor apparatus according to claim 6,
A vehicular generator-motor apparatus in which a plurality of protruding plate-like members formed of an insulating member are arranged on a surface facing the stator side so as to extend from a substantially inner diameter side to an outer diameter side. The vehicle alternator according to claim 5,
A vehicular generator-motor apparatus in which a rectifier element incorporated in the rectifier is a MOSFET.

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