GB2312337A

GB2312337A - Rectifier in a vehicle alternator

Info

Publication number: GB2312337A
Application number: GB9707539A
Authority: GB
Inventors: Jin-Ho Park
Original assignee: Mando Machinery Corp
Current assignee: Mando Machinery Corp
Priority date: 1996-04-16
Filing date: 1997-04-14
Publication date: 1997-10-22
Anticipated expiration: 2017-04-14
Also published as: GB2312337B; DE19715925A1; CN1162860A; CN1062687C; GB9707539D0

Description

RECTIFIER FOR A VEHICLE ALTERNATOR This invention relates to a vehicle alternator, and more particularly, to a rectifier for a vehicle alternator which improves the structure of the rectifier.

Generally, a typical prior art alternator, as shown in figure 1, is comprised of a body 10 in which a pair of front and rear brackets 11, 12 are provided. At the centre of the body 10 there is a shaft 13, one end of which is extended outward through the front bracket 11. A pulley 14 is assembled with this end of the shaft 13. At the respective ends of the shaft 13 are a pair of bearings 15, 16 that rotatably support the shaft 13. Around the shaft 13, a rotor 20 which generates a magnetic field and rotates simultaneously with the shaft 13, is provided integrally. Spaced from the periphery of the shaft 13 is a stator 30, which is mounted on the inside of the body 10 for interacting with the rotor 20. A coil 31 is wound about the circumference of the stator 30. On the outside of the rear bracket 12 is provided a voltage regulator 50 that maintains the voltage at a predetermined value, and a rectifier 60 that changes alternating current to direct current. Additionally, an end cover 70, which houses and protects the voltage regulator and the rectifier 60 is mounted on the rear bracket 12. Moreover, a cooling fan 17, 18, which cools the alternator as the rotor 20 rotates, is installed at each end of the rotor 20. A plurality of air circulation openings 40, which circulate the air with the rotation of the cooling fans 17, 18 are formed in the body 10 and the end cover 70.

The construction of the prior art rectifier for changing alternating current into direct current will be discussed with reference to Figure 2.

The rectifier 60 has a pair of heat sinks 61 that dissipate heat therefrom, and a terminal 62 is provided behind the heat sinks 61. That is, the heat sinks 61 face the rear bracket 12, while the terminal plate 62 is positioned near the end cover 70. Between the heat sinks 61 are a pair of emitting members 63 that rectify an alternating current, and on the terminal plate 62 is a terminal 64 which is electrically connected to various electrical components. Around the periphery of the coil 31, which connects with the stator 30 and the rectifier 60, is a separate insulator 65 that insulates the coil 31 and the body 10.

However, in the conventional alternator for a vehicle, air comes into the alternator through the opening in the end cover, is circulated by the cooling fan, and is then discharged to the other side end of the body. The terminal plate is positioned in a way that blocks air flow to portions of the heat sinks. Since adequate air circulation is essential for the proper functioning of the heat sink, this arrangement decreases the heat sinks ability to dissipate heat.

Further, the terminal plate is facing away from the stator, while the heat sinks are facing the stator. Therefore, the coil wound on the stator must be extended around the perimeter of the heat sinks to be connected with the terminal on the terminal plate. This unnecessarily increases the complexity of the rectifier structure. Also, to create this complex structure requires the use of manual labour, entailing the bending of the coil round the insulator and welding the coil to the terminal., This increases the complexity of the production procedure and decreases productivity.

The present invention is intended to overcome or at least substantially reduce the above mentioned and numerous other disadvantages and deficiencies of the prior art. Therefore, it is an object of the present invention to provide a rectifier for a vehicle alternator in which its heat sink is disposed to face the air opening of the end cover, thereby increasing the cooling efficiency of the heat sinks.

It is another object of the present invention to provide a rectifier for a vehicle alternator in which its terminal plate, fitted with a terminal, is disposed on the side of the rectifier that faces the stator, thereby lessening the length of coil needed to extend from the stator and providing insulation for the body from the coil.

It is another object of the present invention to provide a rectifier for a vehicle alternator in which the wire connecting the coil and the rectifier is shaped and supported before it is connected to the terminal, thereby facilitating the automation of this process.

In order to achieve the above object of the present invention, there is provided a rectifier for a vehicle alternator which is comprised a body of said alternator; a stator housed in said body and having a coil for generating an alternating current; an end cover shielding various electrical elements of said body and providing a plurality of air openings; a terminal plate, disposed between said end cover and said stator, with a plurality of terminals for electrically connecting said elements; and a heat sinks, disposed between said end cover and said terminal plate, that dissipate the heat generated by said elements.

Further, an insulating member is disposed around the periphery of said coil extended through said body for providing insulation between said body and said coil and said insulating member is tube-shaped and extended from said terminal plate.

Furthermore, a plurality of terminals have respective affixing members that hold in place said coil extended through said insulating member.

By way of example, specific embodiments of alternators having rectifiers according to the invention will now be described, with reference to the accompanying drawings, in which : Figure 1 is a sectional view of an alternator for a vehicle according to a prior art; Figure 2 is a sectional view of a prior art rectifier taken along the section line II-II of Figure 1; Figure 3 is a sectional view of an alternator for a vehicle according to the present invention; Figure 4 is a front view of a rectifier according to the first embodiment of the present invention as view from arrow A of Figure 3; Figure 5 is a front view of a plate of the rectifier of Figure 4; Figure 6 is a sectional view of a rectifier taken along the section line VI-VI of Figure 4; Figure 7 is a front view of a rectifier according to the second embodiment of the present invention; and Figure 8 is a sectional view of a rectifier taken along the section line VIII-VIII of Figure 7.

The preferred embodiment of this embodiment will now be described in detail with reference to the accompanying drawings.

The alternator for a vehicle of the present invention, as shown in Figure 3, is comprised of a body 10 in which a pair of front and rear brackets 11, 12 are provided. At the centre of the body 10 there is a shaft 13, one end of which is extended outward through the front bracket 11, A pulley 14 is assembled with this end of the shaft 13. At the respective ends of the shaft 13 are a pair of bearings 15, 16 that rotatably support the shaft 13. Around the shaft 13, a rotor 20 which generates a magnetic field and rotates simultaneously which the shaft 13, is provided integrally. Spaced from the periphery of the shaft 13 is a stator 30, which is mounted on the inside of the body 10 for interacting with the rotor 20. A coil 31 is wound about the circumference of the stator 30. On the outside of the rear bracket 12 is provided a voltage regulator 50 that maintains the voltage at a predetermined value, and a rectifier 80 that changes alternating current to direct current.

Additionally, an end cover 70, which houses and protects the voltage regulator and the rectifier 80, is mounted on the rear bracket 12. Moreover, a cooling fan 17, 18, which cools the alternator as the rotator 20 rotates, is installed at each end of the rotor 20. A plurality of air circulation openings 40, which circulate the air with the rotation of the cooling fans 17, 18, are formed in the body 10 and the end cover 70.

In the alternator for a vehicle of the present invention constructed as above, the pulley 14 is connected to an engine (not shown) by a belt, and transfers the rotational force of the engine to the shaft 13, which then smoothly rotates supported by the front bearing 15 and rear bearing 16. At the same time, as the rotor 20 generates a magnetic field which its rotation, the stator 30 generates an output current. The current is supplied to the rectifier 80, where it rectified, via the coil 31. Last, the rectified current is supplied to the electrical components of the vehicle via the voltage regulator 50. During operation, as the fans 17, 18 provided at both ends of the stator 20 rotate, outside air circulates within the alternator through the openings 40 formed on the body 10 and the end cover 70, thereby cooling the alternator.

In the alternator, the first embodiment of the rectifier of the present invention for changing an alternating current to direct current will be described with reference to Figures 4, 5 and 6.

The inventive rectifier 80 has a pair of heat sinks 81, that dissipate heat, and both ends of each heat sink are connected to the ends of the other.

A pair of emitting members 82 that rectify the alternating current are provided between the heat sinks 81. A terminal plate 83 is provided behind the heat sink 81 (at the right side of Figure 6). On the terminal plate 83 there is a terminal 84 which is electrically connected with the emitting member 82 and the coil 31. At the both ends of the terminal plate 83 is formed a protrusion member 87 that is used for the assembly of the terminal plate 83 with the heat sink 81.

The rectifier is arranged in the alternator so that the heat sink 81 faces the opening 42 of the end cover 70, while the terminal plate 83 faces the stator 30 housed in the body 10 as shown in Figure 3. Thus, when air enters the alternator through the opening 42 of the end cover 70, it can pass through the heat sinks 81 unobstructed, thereby cooling the alternator. Since the terminal plate 83 and the stator 30 are located near each other, the length of the coil needed to connect the two is less than that of the conventional art.

In order to insulate the coil 31, which passes through the rear bracket 12, from the rear bracket 12 of the body 10, there is provided an insulator 85 around the periphery of the coil 31. The insulator 85 is tube-shaped and extends from the one surface of the terminal plate 83 and through the rear bracket 12.

An affixing member 86 is provided to allow the portion of the coil 31 extended through the insulator 85 to be easily connected to the terminal 84 by coupling means, such as welding. The affixing member 86 is formed as the further extended portion of the terminal 84 and is provided around the periphery of the insulator 85. The affixing member 86 is branched at the upper round of the insulator 85 and next bent toward the rear cover 70. The affixing member 86 can hold the position of the coil 31 by being pressed after the coil 31 has been passed through the insulator 85. Further, to stabilize the electrical connection between the coil 31 and the terminal 84, a fastening means such as soldering, welding, riveting, or threading is used. Therefore, the coil can be assembled in a completely automated fashion.

Figures 7 and 8 illustrate the second embodiment of an alternator of a vehicle according to the present invention, in which Figure 7 is a front view of the rectifier corresponding to the Figure 4 and Figure 8 is a side crosssectional view of the rectifier.

As shown in the above Figures, a pair of heat sinks 81 that dissipate heat are provided, and a pair of emitting members 82 for rectifying the alternating current are provided between the heat sinks 81. As in the first embodiment of the invention, the rectifier is arranged so that the heat sinks 81 face the opening 42 of the end cover 70, while the terminal plate 83 is positioned near the stator 30 housed in the body 10 as shown in Figure 3, thereby providing the same advantages over the conventional art. The terminal 84 is inserted in the terminal plate 83 for electrically connecting the emitting member 82 and the coil 31. Because the coil 31 is connected to the terminal plate 84 through the rear bracket 12 of the body 10, there is an insulator 85, which surrounds the periphery of the coil 31, that insulates the coil 31 from the rear bracket 12 of the body 10. The insulator 85 is formed by utilizing a part of the terminal plate 83 placed near the rear bracket 12 of the body 10. This part is tube-shaped and passes through the rear bracket 12 of the body 10, while it is passed through by the coil 31. In order to support and fix the coil 31 extended through the insulator 85, an affixing member 86', which is formed at the periphery of the front end of the insulator 85, is provided perpendicular to the heat sinks at the terminal 84. The affixing member 86' has two branches which the tubular insulator 85 fits between, and a groove 83a, into which the affixing member 86' is inserted, is provided at lower edge of the terminal plate 83. It is preferable that one edge of the groove 83a is disposed on the opposite side of the insulator as the base of the projection so as to hold the insulator firmly in place between the projections.

In the above constructed rectifier 80, if the coil 31 connected with the terminal 84 is passed through the insulator 85 and is extended to the front end of the insulator 85, the position of the coil 31 may be firstly determined by the pressing of the affixing member 86', using a pressing means, uncomplicated. Therefore, the connection between the affixing member 86' and the coil 31 is more stable, and they are electrically connected by the coupling means such as soldering, welding, riveting, or threading.

As detailed in the above description, in the alternator for a vehicle of the present invention, the heat sink is disposed to face the end cover, while the terminal plate faces the stator. Further, the tubular insulator is formed using one part of the terminal plate, and provides insulation between the coil and the body. The affixing member is formed at one end of terminal, and provides the concrete mounting of the coil extended through the insulator.

Therefore, since the air enters the alternator through the opening of the end cover and comes into contact with the heat sink directly, heat is dissipated very efficiently. Moreover, since the terminal plate is disposed near the stator, the length of the coil needed to connect the two is shortened, thereby reducing production costs.

Further, the insulator is formed using the terminal plate disposed near the body, thereby decreasing the number of parts needed for the insulator, also reducing production costs.

The implementation of the affixing member, which fixes the coil in place after it is extended through the insulator, allows the assembly process to be automated by providing a single procedure for connecting the terminal and the coil.

Furthermore, since the circumference of the affixing member extends from the end of the insulator that has the groove, the insertion of the affixing member is more convenient. This allows for the terminal and the coil to be connected properly, and the difficulty of inserting of the affixing member is avoided. Lastly, the affixing member is extended from one part of the terminal, which brings about the advantage of convenient manufacturing.

The reader's attention is directed to all papers and documents which are filed concurrently with or previous to this specification in connection with this application and which are open to public inspection with this specification, and the contents of all such papers and documents are incorporated herein by reference.

All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and/or all of the steps of any method or process so disclosed, may be combined in any combination, except combinations where at least some of such features and/or steps are mutually exclusive.

Each feature disclosed in this specification (including any accompanying claims, abstract and drawings), may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.

The invention is not restricted to the details of the foregoing embodiment(s). The invention extends to any novel one, or any novel combination, of the features disclosed in this specification (including any accompanying claims, abstract and drawings), or to any novel one, or any novel combination, of the steps of any method or process so disclosed.

Claims

1. A rectifier for a vehicle alternator comprising a body of said alternator; a stator housed in said body and having a coil for generating an alternating current; an end cover shielding various electrical elements of said body and providing a plurality of air openings; a terminal plate, disposed between said end cover and said stator, with a plurality of terminals for electrically connecting said elements; and a heat sink, disposed between said end cover and said terminal plate, that dissipate the heat generated by said elements.

2. The rectifier for a vehicle alternator as claimed in Claim 1, wherein an insulating member is disposed around the periphery of said coil extended through said body for providing insulation between said body and said coil.

3. The rectifier for a vehicle alternator as claimed in Claim 2, wherein said insulating member is tube-shaped and extended from said terminal plate.

4. The rectifier for a vehicle alternator as claimed in Claim 3, wherein a plurality of terminals have respective affixing members that hold in place said coil extended through said insulating member.

5. The rectifier for a vehicle alternator as claimed in Claim 4, wherein said affixing member is branched at the upper round of said terminal and is extruded toward said end cover.

6. The rectifier for a vehicle alternator as claimed in Claim 4, wherein said affixing member is branched at the upper round of said terminal and is extended parallel in respect to said terminal plate.

7. The rectifier for a vehicle alternator as claimed in Claim 6, wherein a groove is formed at one edge of said terminal plate near said affixing member and is provided for the easy insertion of said affixing member.

8. A rectifier constructed and arranged substantially as hereinbefore described, with reference to figures 3 to 6, or Figures 7 and 8, of the accompanying drawings.

9. An alternator for a vehicle, when provided with a rectifier as claimed in any one of the preceding claims.