JP2000083351A - Alternator and cooler for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain an alternator for vehicle in which both the stator and the controller can be cooled surely, regardless of the fluctuations in the flow rate of cooling liquid as a whole. SOLUTION: The alternator for vehicle comprises a rotor 3 excited by a field coil 6, a stator 7 for outputting power, a rectifier 13 for rectifying output power from the stator 7, a voltage regulator 14 for regulating field current which is supplied to the field coil 6, a cooling liquid channel 17a provided on the periphery of the stator 7, and a cooling liquid channel 17c provided on the periphery of the a rectifier 13 and the voltage regulator 14 where the cooling liquid channels 17a, 17c are coupled in series.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an alternator for a two-wheeled vehicle, and more particularly to an alternator for a vehicle mounted on a vehicle such as an automobile.

[0002]

2. Description of the Related Art A conventional vehicle alternator includes a rotor to which a driving force is transmitted from an engine of a vehicle and which is excited by a field coil, and a stator provided so as to surround the rotor. A front bracket and a rear bracket having a cylindrical stator having an iron core and a stator coil, and a bearing rotatably supporting the rotor, and supporting the stator in a fixed relative positional relationship with the rotor; It has a voltage regulator for adjusting the field current for adjusting the amount, and a rectifier for converting an alternating current induced in the stator coil to a direct current.

In this vehicle alternator, when the excited rotor rotates in the stator by the driving force of the engine, an induced electromotive force is generated in the stator coil. The induced AC is converted to DC by a rectifier and supplied to the vehicle via a battery. The field current of the rotor is adjusted by a voltage regulator, and the amount of power generation is adjusted according to a change in the electric load of the vehicle.

In recent years, with the increase in power consumption due to the diversification of electric appliances used in automobiles, there has been a strong demand for high output power for vehicle alternators. Further, from the demand for improvement of the in-vehicle habitability, low noise of the vehicle alternator has been desired.

[0005] When the above-mentioned high output is achieved with the conventional air-cooled open-type vehicle alternator, the heat loss increases, so that it is necessary to increase the size of the cooling fan. However, air cooling naturally has a problem in that the cooling capacity is limited and fan noise increases. Accordingly, liquid-cooled hermetic AC generators for vehicles have been attracting attention in order to increase the cooling capacity and reduce noise.

As an example of a conventional liquid-cooled hermetic type alternator for a vehicle, Japanese Patent Application Laid-Open No. 7-194060 (prior art 1) and Japanese Patent Application Laid-Open
JP-A-8-130854 (prior art 2). In the prior art 1, a cooling liquid flow path for cooling the stator, which includes a cooling tube in which the cooling liquid is wound around the stator coil end portion,
It is configured to be distributed to a rectifier provided in the rear bracket part and a cooling flow passage for cooling control equipment provided in the voltage regulator so as to have a predetermined flow rate necessary for cooling each heat loss. I have. Further, Prior Art 2 describes that a coolant is supplied to a vehicle AC generator by arranging the vehicle AC generator in a coolant circulation path for cooling an engine.

On the other hand, if the cooling of the field coil is insufficient, the field current decreases due to the temperature rise, and the magnetomotive force decreases, so that the output current from the stator significantly decreases. In order to prevent this, in the prior arts 1 and 2, the cooling of the field coil employs a self-ventilation method using an air-cooling fan fixed to the rotor.

[0008]

However, the above-mentioned prior art has the following problems. In the above prior art 1, the coolant flowing into the vehicle alternator is distributed to the coolant passage for cooling the stator and the coolant passage for cooling the control device. There is a problem that it is difficult to obtain a predetermined distribution flow ratio. That is, when an engine coolant circulation system is used to supply the coolant to the vehicle alternator, the water pump uses the driving force of the engine as a power source, and its flow rate is substantially proportional to the engine speed. For this reason, this distribution flow rate ratio can obtain a predetermined distribution flow rate determined at the time of design with respect to a certain constant overall flow rate, but if the overall flow rate changes, there is a risk of drift due to a change in pressure loss or a flow path shape. . For example, even if it is designed to be the optimal flow rate when idling,
Even at a speed of 60 km / h, the distribution flow rate at the time of design was not always ensured. For this reason, there is a possibility that cooling of either the stator or the control device becomes insufficient due to a change in the overall flow rate.

Further, in the above-mentioned prior art 1, there is a problem that not only the resistance loss of the stator coil but also the upper portion of the stator core, which causes iron loss, cannot be sufficiently cooled.

Further, in the above-mentioned prior arts 1 and 2, since an air-cooling fan is used for cooling the field coil, there is a problem of low noise caused by the air-cooling fan.

Further, in the above prior art 2, as a mode of disposing the vehicle AC generator in the cooling circulation path for cooling the engine, the engine, the radiator and the vehicle AC generator are connected in series. It describes a configuration and a configuration in which the engine and the vehicle alternator are connected in parallel to the radiator. The former has a problem that a required amount of coolant cannot be secured for an engine to be cooled originally due to a pressure loss in a liquid flow path in the automotive alternator. Further, the latter has a problem that when the engine has a water pump, there is no driving force for sending the cooling liquid to the vehicle alternator, so that the vehicle alternator cannot be reliably cooled.

In the present invention, since there is no drift between the coolant flow path for cooling the stator and the coolant flow path for cooling the control device, even if the flow rate of the entire coolant fluctuates, a constant flow rate is maintained in both flow paths. It is an object of the present invention to provide a vehicle alternator which can secure both the stator and the control device and can surely cool the stator and the control device.

Another object of the present invention is to provide an automotive alternator capable of sufficiently cooling the entire stator while cooling the voltage regulator and the rectifier.

SUMMARY OF THE INVENTION It is an object of the present invention to provide an automotive alternator that can efficiently cool a field coil even in a completely closed structure.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicular cooling apparatus that can also cool an AC generator for a vehicle while reliably cooling an engine.

[0016]

A first object of the present invention is to provide a rotor provided in a housing, to which a driving force is transmitted by an engine of a vehicle and excited by a field coil, and an electric power provided in the housing to be output. Stator, a rectifier for rectifying the power, a voltage regulator for controlling the amount of power generated by the stator, and a first coolant through which coolant flows and which is provided around the stator. In a vehicle AC generator including a flow path and a second cooling liquid flow path in which a coolant flows therein and provided around the rectifier and the voltage regulator,
This is achieved by connecting the first coolant flow path and the second coolant flow path in series.

A second object of the present invention is to provide a first coolant flow path in a wall of a housing, and to connect a rectifier and a voltage regulator to a rotating shaft provided to cover an end of the housing and to which a rotor is fixed. This is achieved by mounting the first bracket having a bearing for supporting one end of the first bracket on the surface opposite to the surface facing the rotor, and providing the bracket with a second cooling channel.

A third object of the present invention is to improve the cooling performance of the field coil by reducing the thermal resistance between the field coil and the iron core in the vehicle alternator, and to secure a predetermined magnetomotive force. The purpose is to obtain high output.

The fourth object of the present invention is to provide an engine as a drive source of a vehicle in which a flow path through which a coolant flows is formed, and a coolant which passes by passing the coolant from the engine. A radiator for lowering the temperature of the engine, a vehicle alternator having a coolant flow path for introducing a coolant from the radiator to cool the components, and a coolant from the vehicle alternator for the engine. This is achieved by providing a cooling system for a vehicle having a pipeline for returning to a coolant inlet, the pipeline connecting a coolant inlet side and an outlet side of the automotive alternator.

The latter includes a rotor provided in the housing and rotated by driving force transmitted from an engine of the vehicle,
A stator that is provided in the housing and outputs power, a rectifier that rectifies the power, a voltage regulator that controls the amount of power generated by the stator, a coolant inlet that introduces coolant, and a coolant. In a vehicle alternator having a coolant outlet to output, and a coolant passage connected to the coolant inlet and the coolant outlet to cool the stator, the rectifier and the voltage regulator, This is achieved by providing a flow path that connects the cooling liquid inlet and the cooling liquid outlet separately from the cooling liquid flow path.

[0021]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the drawings. In the respective drawings, the same reference numerals indicate the same or corresponding components. Further, the present invention is not limited to the embodiment shown in each drawing.

FIG. 1 is a longitudinal sectional view showing a first embodiment of an automotive alternator according to the present invention. First, the basic configuration and functions of the vehicle alternator will be described with reference to FIG.

The rotating shaft 1 has a pulley 2 fixed to one end of the rotary shaft 1 and a rotor magnetic pole core 3 fixed to the other end. Fixed field core 4
The rear bracket 5 is arranged so as to be concentric with the rotating shaft 1 around the rotating shaft 1 and inside the outer cylindrical portion of the rotor magnetic pole core 3.
Is thermally conductively fixed to the side surface of The field coil 6 is embedded in the peripheral surface of the field core 4 and wound inside the outer cylindrical portion of the rotor pole core 3. Stator core 7
Is a stator core 7a and a stator coil 7 wound therearound.
and b, and is heat conductively fixed to the inner wall of the housing 9 by shrink fitting or the like so as to be concentric with the rotating shaft 1. The housing 9 includes a front bracket 10
And the rear bracket 5 between the side surfaces.

The front bracket 10 which is a bracket on the pulley 2 side is provided with a front bearing 11, and the rear bracket 5 which is a bracket on the side opposite to the pulley 2 is provided with a rear bearing 12, so that the rotating shaft 1 can rotate. It is supported by the state.

Further, a gasket 16 is provided on the surface of the rear bracket 5 opposite to the surface on which the field core 4 is mounted.
The rear bracket cover 15 is attached via the. Thereafter, the rectifier 1 is provided on the rear side of the bracket cover 15.
3 and a voltage regulator 14 are attached.

When a field current is supplied to the field coil 6,
The rotor pole core 3 is excited. When the driving force from the engine is transmitted to the rotating shaft 1 via the pulley 2, the rotor magnetic pole core 3 rotates between the stator coil 7 b and the field coil 6. Due to this rotation, the magnetic flux crossing the stator coil 8 changes, so that an induced electromotive force is generated in the stator coil 7b. The generated alternating current is converted into direct current by the rectifier 13 and supplied to electric equipment existing in the vehicle via a battery (not shown). The voltage regulator 14 adjusts the field current supplied to the field coil 6 according to the magnitude of the electric load of the vehicle to maintain an appropriate power generation.

Next, the cooling of the automotive alternator will be described with reference to FIGS. 1 and 2. FIG. The field coil 6, the stator core 7a, the stator coil 7b, the rectifier 13, and the voltage regulator 14 generate their own heat during operation, and therefore need to be cooled below a certain temperature in order to maintain their functions. . Therefore, in the first embodiment, the coolant passage 17a provided in the housing 9, the coolant passage 17b and the liquid chamber 17c provided in the rear bracket 5, the coolant passage 17d provided in the front bracket 10, Are arranged in series, and the cooling liquid flows. In order to explain the flow of the cooling liquid in an easy-to-understand manner, FIG.
FIG. 2 corresponding to the exploded view of FIG. In the figure, the direction of gravity is downward.

The coolant flows in from a coolant inlet 18 provided on the side of the outer peripheral surface of the rear bracket 5, and flows into a first coolant flow path 17b provided on about one-fourth of the outer peripheral side of the rear bracket 5. The first coolant flow path 17 a in the form of an arc is provided in the side of the housing 9.
Flows into. The coolant flows in the first coolant channel 17 a of the housing 9 in the direction of the front bracket 10 in parallel with the rotation shaft 1, and is provided at about a half-peripheral portion from the side of the outer peripheral portion to the upper portion of the front bracket 10. The coolant reaches one coolant passage 17d.
The first coolant passage 17d is an arc-shaped portion formed in the housing 9 and larger than the arc-shaped portion of the first coolant passage 17a. This is the first coolant flow path 1 of the housing 9
This is to return the coolant flowing from the housing 7a back to the different second coolant passages 17a provided in the upper part of the housing 9 again, and to the adjacent different first and second coolant passages 17a provided in the housing 9. Also, the first coolant passage 17d of the front bracket 10 is formed so that they can be easily connected.

The coolant returned by the first coolant passage 17d passes through the second coolant passage 17a, and flows into a liquid chamber 17c provided in the rear bracket 5. Liquid chamber 17
c is formed over the entire central portion of the rear bracket 5 except for the rotating shaft portion. The cooling liquid flowing from the upper inlet of the liquid chamber 17c spreads in the liquid chamber 17c toward the bearing 12, and reaches the lower outlet of the liquid chamber 17c located opposite the inlet of the liquid chamber 17c. The reason why the inlet and outlet of the liquid chamber 17c are arranged so as to oppose the upper part and the lower part is to prevent a location where the coolant stagnates when the positional relationship is, for example, 90 °. The coolant returned at the lower outlet of the liquid chamber 17c passes through a different third coolant channel 17a provided in the lower portion of the housing 9 to a different second coolant channel provided in the front bracket 10. 17d. Then, the coolant is turned back at the second coolant passage 17 d, passes through the fourth coolant passage 17 a provided on the side of the housing 9, and passes through the fourth coolant passage provided on the rear bracket 5. 17b
Through the cooling liquid outlet 19.

FIG. 2 shows an example in which four coolant flow paths 17a are provided in the housing 9. However, when the coolant inlet 18 and the coolant outlet 19 are provided in the rear bracket 5, the coolant provided in the housing 9 is provided. The number of channels 17a is 2, 4, 6,
Any number of 8,. It is also possible to provide the coolant inlet 18 on the rear bracket 5 and the coolant outlet 19 on the front bracket 10. In this case, the number of coolant channels 17a provided in the housing 9 is 3, 5, 7,. 9,
It is sufficient if it is an odd number of.

The coolant passage 17a formed inside the wall of the housing 9 may be formed by laser processing or may be formed by casting.

As shown in FIG. 1, the coolant passage 17a mainly serves to cool the stator core 7a and the stator coil 7b. The liquid chamber 17c is provided with the rectifier 13 and the voltage regulator 1
4, mainly responsible for cooling the field coil 6 and the rear bearing 12. Further, the coolant passage 17d is responsible for cooling the front bearing 11 in addition to turning back the coolant. In order to improve the cooling performance of each heating element, a good heat conductive material 20 such as varnish or silicon is filled between the stator 7, the housing 9, the front bracket 10 and the rear bracket 5. Similarly, the rectifier 13, the voltage regulator 14, and the rear bracket cover 1
5 are tightly fastened to each other with good heat conductive materials 21 and 22 therebetween.

With this configuration, heat is efficiently radiated from the stator 7, the rectifier 13, and the voltage regulator 14, which are the heating elements, to the housing 9, the front bracket 10, and the rear bracket 5.

The structure for preventing the coolant from flowing into and out of the automotive alternator includes a rear surface of the rear bracket 5 and a rear bracket cover 1.
The gasket 23 is fastened between the front bracket 10 and the housing 9 and between the rear bracket 5 and the housing 9 via a gasket 23. In the first embodiment, the liquid-proof means using a gasket is shown. However, as long as it has a liquid-proof function, an O-ring may be used or a sealing material may be filled between the components. In addition,
The rear cover 24 is for protecting the rectifier 13 and the voltage regulator 14.

According to the first embodiment described above, the cooling liquid passage 17a for cooling the stator 7 of the heating element and the liquid chamber 17c for cooling the rectifier 13 and the voltage regulator 14 are connected in series. Therefore, even if the flow rate of the entire cooling liquid changes, the cooling liquid always flows through the flow path for cooling both heating elements, and both heating elements can be reliably cooled. Note that the coolant passage 17a and the coolant chamber 17c only need to be connected in series.
The channels may be divided by providing ribs or the like for maintaining rigidity in each channel.

Further, since the stator 7 is cooled by the coolant flow passage 17a over the entire outer peripheral surface thereof, sufficient cooling is performed.

Further, the field coil 6 is provided with a liquid chamber 17c for cooling the voltage regulator and the rectifier via a field core.
, And can be reliably cooled with a simple configuration. Thus, a fan for cooling the field coil 6 can be eliminated, and noise can be reduced.

FIG. 3 is a longitudinal sectional view of a second embodiment of the automotive alternator according to the present invention. The rear bracket 5 is provided with the liquid chamber 17c.
Is open on the front side. The rear bracket cover 15
The rear bracket 5 is mounted on the front side, that is, between the housing 9 and the rear bracket 5 via a gasket 16. The field coil 6 is fixed to the rear bracket cover 15 via a gasket 23. The rectifier 13 and the voltage regulator 14 are fixed to the rear surface of the rear bracket 5 without the rear bracket cover 15 interposed therebetween. Except for these points, it is basically the same as the first embodiment.

FIG. 4 is an exploded view of FIG. In FIG. 4, the coolant flowing from a coolant inlet 18 provided in the rear bracket 5 is supplied to a coolant passage 17 provided in the rear bracket 5.
b, coolant flow path 17 provided in rear bracket cover 15
e, flows through a coolant passage 17a provided in the housing 9 and a coolant passage 17d provided in the front bracket 10. The coolant that has been turned back in the coolant passage 17d is again supplied to the coolant passage 17d.
a, a liquid chamber 17 provided in the rear bracket 5 after passing through 17e.
Enter c. After passing through the liquid chamber 17c, the cooling liquid is turned back again and reaches the cooling liquid flow paths 17e → 17a → 17d.
Then, the coolant is further turned back in the coolant passage 17d, passes through the coolant passages 17a → 17e → 17b, and then passes through the coolant outlet 1
It is discharged from 9.

FIG. 5 is a longitudinal sectional view of a third embodiment of the automotive alternator according to the present invention. In this case, a cooling pipe such as a copper pipe is wound around the housing as a means for providing a coolant flow path in the housing 9. That is, a plurality of grooves are formed in the outer peripheral portion of the housing 9, the cooling pipe 25 is wound around the grooves a plurality of times, the grooves and the cooling pipe 25 are fixed with the metal fittings 26, and a good heat conductive material 27, The gap is filled by means such as silver solder. One end of the wound cooling pipe 25 is used as a coolant outlet 19, and the other end 2 of the cooling pipe 25
8 and one end 29 of the liquid chamber 17c are connected to a connecting pipe 30 made of rubber or the like.
Connect with. The cooling liquid passes through the liquid chamber 17c from the cooling liquid inlet 18 and once exits from one end portion 29, and then connects to the connection pipe 30 →
After entering the cooling pipe 25 from one end portion 28 and removing heat around the outer peripheral portion of the housing 9, it is discharged from the cooling liquid outlet 19. This configuration has an advantage that the number of gaskets can be reduced from three to one as compared with the first and second embodiments. Further, in the above-described embodiment, the coolant flow path 17a has to be formed in the wall of the housing 9, but in the third embodiment, it is sufficient to form a groove in the outer surface of the housing 9 only. Has the effect of being simpler.

In the first, second, and third embodiments described above, the coolant inlet 18 provided in the vehicle alternator is provided.
Since the cooling fluid flow path between the cooling fluid outlet 19 and the cooling fluid outlet 19 is connected in series without a branch portion, drift due to a change in the inflow flow rate is suppressed.

Next, cooling of the fixed field coil 6 will be described. In the conventional cooling of the field coil, the surface of the field coil is ventilated by an air cooling fan. Therefore, the field coil bobbin is made of a material such as nylon resin from the viewpoints of moldability, cost, and ensuring centrifugal resistance. As described above, when most of the heat radiation path of the field coil is from the surface of the field coil to the ventilation air, the heat radiation from the field coil to the field iron core via the field coil bobbin has no problem even with the above-mentioned material having low thermal conductivity. Was. However, in a liquid-cooled hermetic brushless type alternator for a vehicle, since heat radiation from the surface of the field coil to the air cannot be expected, the flow from the field coil through the field coil bobbin to the field iron core and the coolant flow path is not possible. There is no choice but to improve the cooling performance. Therefore, in the present invention, as shown in the first embodiment of the field coil of FIG.
Is made of a material having good thermal conductivity and electrical insulation (for example, an alumina-added resin), and winding a field coil copper wire 6a to produce a field coil 6; Incorporate in. By doing so, the cooling performance of the field coil 6 can be improved without a significant change in the conventional manufacturing method.

FIG. 7 shows a second embodiment of the field coil. In this case, the field coil copper wire 6a is wound around the field iron core 4 via the insulator 32 without using the field coil bobbin 31. The insulator 32 is, for example, a resin applied by baking or insulating paper. However, it is better to make the thickness as thin as possible in order to reduce the thermal resistance from the field coil 6 to the field iron core 4. By doing so, the insulation between the field coil copper wire 6a and the field iron core 4 is ensured while the field coil bobbin 31
Thus, the field coil 6 can be manufactured without using the same.

FIG. 8 shows a third embodiment of the field coil. This is to omit a coil bobbin and an insulator serving as thermal resistance, and directly wind the field coil copper wire 6a around the field iron core 4. In the automotive alternator in which the field coil 6 rotates, the field coil copper wire 6a moves under centrifugal force, and the coating on the surface of the coil copper wire is rubbed to prevent short circuit with the field iron core.
It needs to be via bobbins and insulation. However, in the case of a brushless type vehicle alternator in which the field coil 6 is fixed to the rear bracket 5, such a concern does not occur. Further, the voltage applied to the field coil 6 is about DC 12V, and insulation can be ensured by insulating coating of the field coil copper wire 6a itself. By doing so, for example, the thermal resistance value between the field coil and the field iron core can be reduced by about 25% as compared with the case where the insulator 32 shown in FIG. 7 is interposed.

FIG. 9 shows a fourth embodiment of a field coil. This is because when the field coil copper wire is wound around the surface of the field core, a plurality of grooves 33 are formed on the surface of the field core 4 in order to prevent the coating of the surface of the field coil copper wire from being rubbed and short-circuited.
The field coil copper wire 6a is wound around the groove 33. This makes it possible to smoothly wind the field coil copper wire 6a, to prevent short-circuiting and to improve workability.
Also improves moldability.

Next, a vehicle cooling system according to the present invention will be described with reference to FIGS. FIG. 10 is a conceptual diagram of a liquid cooling system of an automobile engine. The coolant is pumped to the engine 35 by a water pump 34 which is driven by an engine drive shaft and is provided integrally with the engine 35, and
5 is liquid cooled. The cooling liquid heated by the cooling of the engine 35 is guided to a radiator 37 via a pipe 36, cooled by a running wind of a vehicle or a cooling fan, exits the radiator 37, passes through a pipe 38 and a thermostat 39, and is again cooled by a water pump 34. Return to

In order to prevent the engine 35 from being overcooled, the radiator 37 is opened and closed by opening and closing the thermostat 39.
The temperature of the coolant is controlled to maintain an appropriate temperature. That is, when the temperature of the coolant is extremely cold, for example, when the engine 35 is started, the coolant does not pass through the radiator 37 but flows through the thermostat 39 (closed state) → the water pump 34 → the engine 35 → the bypass pipe 40 → the thermostat 39. It circulates so as to quickly raise the temperature to an appropriate temperature (about 80 ° C.).

FIG. 11 shows a first embodiment in which the automotive alternator of the present invention is incorporated in the vehicle engine liquid cooling system shown in FIG. 10 and the coolant is circulated. In FIG.
A vehicle AC generator 41 is connected to a pipe 38 connecting an outlet of the radiator 37 and a thermostat 39 (inside the engine).
A pipe 38a is provided for branching to the coolant inlet 18 and a pipe 38b merging from the coolant outlet 19 to the pipe 38.
Is provided. That is, the flow path 38 that bypasses the vehicle alternator 41 is provided. Thereby, it is possible to secure a flow rate corresponding to the pressure loss due to the coolant flow path formed in the vehicle alternator 41.

However, if there is no flow resistance in the pipe 38 for bypass, the cooling liquid will not flow into the AC generator 41 for the vehicle, so that the flow resistance 42a such as a valve or a throttle in the pipe 38a will be the main flow. Flow adjustment resistor 4 in pipe 38
2b is provided. By adopting such a configuration, the pressure loss of the engine liquid cooling system, that is, the cooling flow rate is prevented from being reduced with only a minimum modification, and the cooling flow rate required for cooling is distributed to the vehicle AC generator 41 and the engine 35. it can.

The flow adjustment resistor 42a is the resistance of the flow path in the vehicle alternator 38, and the flow resistance 42b has the same effect even if the diameter of this portion is reduced. Obtainable.

In the embodiment shown in FIG. 11, the flow path bypassing the automotive alternator 41 is formed by another pipe, but three pipes must be connected at the time of work. Therefore, the process of attaching three pipes is increased as compared with the case of installing an air-cooled vehicle alternator. Among them, an embodiment in which the installation process of the pipe constituting the bypass flow path is omitted will be described with reference to FIG.

FIG. 12A is an explanatory view of a second embodiment in which the AC generator 41 for a water-cooled vehicle of the present invention is incorporated in a cooling system of an engine, and FIG. 12B is a diagram illustrating the AC generator 41 for the vehicle. It is a figure explaining only rear bracket 5.

As shown in FIG. 12B, the bypass passage 38c is formed integrally with the rear bracket 5 and directly connects the coolant inlet 18 and the coolant outlet 19. This pipe diameter is determined in consideration of the resistance (pressure loss) inside the vehicle alternator 41. The resistance may be provided inside the bypass flow path 38c by increasing the diameter of the pipe.

According to this configuration, the radiator 37 is connected to the coolant inlet 18 by the pipe 38a, and the coolant outlet 19 is connected.
The operation is completed only by connecting the fuel tank and the engine-side liquid inlet with the pipe 38b.

FIGS. 11 and 12 show a vehicle driven by an engine (internal combustion engine) using a water-cooled vehicle alternator. Next, a hybrid vehicle drive system using both an engine and an electric motor will be described. A third embodiment of the present invention using a water-cooled vehicle alternator as an example (series system) will be described with reference to FIG.

This hybrid vehicle has an engine 35
Is transmitted to the vehicle AC generator 41 to generate AC power. This AC power, as shown by the arrow in the figure,
The three-phase alternating current whose power is controlled via the power converter 45 (converter, inverter) is input to the motor 44. On the other hand, surplus power is charged in battery 43.

Then, the hybrid vehicle travels by rotating the wheels 47 via the power transmission device 46 by the rotational force of the motor 44. Here, the vehicle alternator 41
When the electric power flowing from the motor to the motor 44 is temporarily insufficient (during climbing or accelerating), the insufficient electric power is supplied to the battery 4.
3 to the motor 44.

In the above system, since the volume occupied by the battery 43 in the entire vehicle is large, it is necessary to reduce other parts as much as possible. Thus, by cooling the vehicle alternator 41 efficiently like water cooling, the vehicle alternator 41 can be downsized, and the volume occupied by the battery 43 can be increased accordingly.

Further, since the amount of power generation is increased as compared with an automobile running by an engine, the effect of the vehicle AC generator 41 which eliminates drift for sure cooling is great.

[0060]

According to the present invention, there is no uneven flow between the coolant flow path for cooling the stator and the coolant flow path for cooling the control device. Thus, it is possible to obtain an automotive alternator that can secure a constant flow rate and can surely cool both the stator and the control device. In addition, the field coil can be efficiently cooled even in a completely sealed structure, and an automotive alternator that does not use an air-cooling fan can be obtained. Further, a vehicular cooling device capable of cooling the vehicular AC generator while reliably cooling the engine is obtained.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view showing a first embodiment of an automotive alternator according to the present invention.

FIG. 2 is an assembly view showing a first embodiment of the automotive alternator of the present invention.

FIG. 3 is a longitudinal sectional view showing a second embodiment of the automotive alternator of the present invention.

FIG. 4 is an assembly view showing a second embodiment of the automotive alternator of the present invention.

FIG. 5 is a longitudinal sectional view showing a third embodiment of the automotive alternator of the present invention.

FIG. 6 is a cross-sectional view showing a first embodiment of a field coil unit used in the automotive alternator of the present invention.

FIG. 7 is a sectional view showing a second embodiment of the field coil unit used in the automotive alternator of the present invention.

FIG. 8 is a sectional view showing a third embodiment of a field coil unit used in the automotive alternator of the present invention.

FIG. 9 is a sectional view showing a fourth embodiment of a field coil unit used in the automotive alternator according to the present invention.

FIG. 10 is an explanatory view of a liquid cooling system of an automobile engine according to the present invention.

FIG. 11 is a cooling system diagram of the first embodiment of the automotive alternator of the present invention.

FIG. 12 is a cooling system diagram of a second embodiment of the automotive alternator of the present invention.

FIG. 13 is a diagram of a hybrid vehicle drive system using the vehicle alternator of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Rotary shaft, 2 ... Pulley, 3 ... Rotor magnetic pole iron, 4 ... Field iron core, 5 ... Rear bracket, 6 ... Field coil, 7 ... Stator iron core, 8 ... Stator coil, 9 ... Housing, 10 ... front bracket, 11 ... front bearing, 12 ... rear bearing, 13 ...
Rectifier, 14: Voltage regulator, 15: Rear bracket cover, 16, 23: Gasket, 17: Coolant flow path, 18
... coolant inlet, 19 ... coolant outlet, 20 ... good heat conductive material,
21, 22, 27: good thermal conductive material, 24: rear cover, 2
5 ... cooling pipe, 26 ... metal fittings, 28, 29 ... one end, 30 ...
Connection pipe, 31 ... Field coil bobbin, 32 ... Insulator, 33
... groove, 34 ... water pump, 35 ... engine, 3
6, 38: piping, 37: radiator, 39: thermostat, 40: bypass piping, 41: AC generator for vehicles,
42 ... flow regulating device, 43 ... battery, 44 ... motor,
45: power converter, 46: power transmission device, 47: wheels.

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Hiroshi Kanazawa 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture Inside Hitachi, Ltd.Hitachi Research Laboratory Co., Ltd. Address Co., Ltd.Automotive Equipment Division, Hitachi, Ltd. (72) Inventor Toshiyuki Inami 502, Kandate-cho, Tsuchiura-shi, Ibaraki Pref.Mechanical Research Laboratories, Ltd. F-term in Hitachi Machinery Laboratory (reference) 5H609 BB01 BB13 PP02 PP05 PP06 PP07 PP08 PP09 PP10 PP11 PP16 QQ04 QQ09 RR27 RR31 RR37 RR42 RR43 RR46 RR63

Claims (8)

[Claims] A driving force is transmitted by an engine of a vehicle,
A rotor that is excited by a field coil, a stator that is arranged to face the rotor and outputs power, a rectifier that rectifies output power of the stator, and a field that is supplied to the field coil. A voltage regulator for adjusting a current; a coolant flow path for cooling the stator provided around the stator, through which the coolant flows; and a rectifier and a voltage regulator, through which the coolant flows, inside the stator. And a cooling fluid flow path for cooling control equipment provided around the control device, wherein the cooling fluid flow path for cooling the stator and the cooling fluid flow path for cooling the control equipment are connected in series. An alternator for a vehicle, wherein the alternator is connected to a vehicle. 2. A cooling liquid flow path for cooling the stator is provided in a wall of the housing, wherein a stator is provided in a housing so as to be conductively connected to the stator. The device is mounted on a surface of the rear bracket opposite to the surface facing the rotor, the bearing having a bearing provided to cover the end of the housing and supporting one end of a rotating shaft to which the rotor is fixed. 2. The vehicle alternator according to claim 1, wherein the post-cooling passage for cooling the control device is a passage provided in the bracket. 3. A driving force is transmitted by an engine of a vehicle,
A rotor that is excited by a field coil, a stator that is arranged to face the rotor and outputs power, a rectifier that rectifies output power of the stator, and a field that is supplied to the field coil. A voltage regulator for adjusting a current; a coolant flow path for cooling the stator provided around the stator, through which the coolant flows; and a rectifier and a voltage regulator, through which the coolant flows, inside the stator. And a cooling fluid flow path for cooling control equipment provided around the control device, wherein the cooling fluid flow path for cooling the stator and the cooling fluid flow path for cooling the control equipment are connected in series. And a field iron core of the field coil is connected to the cooling liquid flow path for cooling the control device in a heat conductive manner. 4. The cooling liquid flow path for cooling the stator is a flow path provided so as to wind around the housing.
The rectifier and the voltage regulator are opposite to a surface facing the rotor of a first bracket having a bearing provided to cover an end of the housing and supporting one end of a rotation shaft to which the rotor is fixed. Is attached to the surface of
The alternator according to claim 1, wherein the second cooling passage is a passage provided in the bracket. 5. A rotor that is excited by a field coil, a stator that outputs power, and a rectifier that rectifies the power.
A voltage regulator for controlling the amount of power generated by the stator;
A coolant inlet for introducing a coolant, a coolant outlet for outputting a coolant, and a coolant flow connected between the coolant inlet and the coolant outlet to cool the stator, the rectifier, and the voltage regulator. An alternator for a vehicle comprising a road and a bypass flow path connecting the coolant inlet and the coolant outlet separately from the coolant flow path. 6. The vehicle according to claim 1, wherein the field coil is formed by winding the field coil copper wire a plurality of times along a plurality of grooves provided in the field iron core. Alternator. 7. An engine as a drive source of a vehicle having a flow path through which a cooling liquid flows, and a radiator for lowering the temperature of the cooling liquid passed by passing the cooling liquid from the engine. A vehicle alternator having a coolant flow path for introducing a coolant from the radiator to cool the components, and a pipe for returning the coolant from the vehicle alternator to a coolant inlet of the engine. And a bypass line connecting the coolant inlet side and the outlet side of the vehicle alternator, and the bypass line has a predetermined flow resistance. A vehicle cooling device characterized by the above-mentioned. 8. A motor according to claim 7, wherein said engine power is converted into electric power by said vehicle AC generator to drive a motor, and the motor power is transmitted to wheels. Vehicle cooling system.