JPS59209053A - Ac generator for vehicle - Google Patents
Ac generator for vehicleInfo
- Publication number
- JPS59209053A JPS59209053A JP8241983A JP8241983A JPS59209053A JP S59209053 A JPS59209053 A JP S59209053A JP 8241983 A JP8241983 A JP 8241983A JP 8241983 A JP8241983 A JP 8241983A JP S59209053 A JPS59209053 A JP S59209053A
- Authority
- JP
- Japan
- Prior art keywords
- frame
- stator
- damper
- core
- stator core
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K1/00—Details of the magnetic circuit
- H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
- H02K1/12—Stationary parts of the magnetic circuit
- H02K1/18—Means for mounting or fastening magnetic stationary parts on to, or to, the stator structures
- H02K1/185—Means for mounting or fastening magnetic stationary parts on to, or to, the stator structures to outer stators
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Synchronous Machinery (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は車両用交流発電機の磁気音防止、出力向」二の
為の構成に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a structure for preventing magnetic noise and improving output power of an alternator for a vehicle.
従来のものは、第１図に示すごとく固定子鉄心はハウジ
ング２に直接嵌入しボルト３にて軸方向に締めてハウジ
ング２の段付部４とで該固定子鉄心を軸方向所定位置に
配設すると」（に、回転子５との空隙６を所定長さに保
って配設固定されている。当該従来構成だと、以下の如
き技術上の問題があった。即ち、発電状態に於ては周知
の如く空隙部のパーミアンス脈動に基づく磁気加振力を
固定子・回転子共に受けるため、発電機全体がこの脈動
数（発電機回転数に比例）の磁気力で加振される。従っ
て各部の共振周波数がこれに一致すると著しい磁気騒音
を発生する。In the conventional type, as shown in Fig. 1, the stator core is directly inserted into the housing 2, tightened in the axial direction with bolts 3, and the stator core is placed in a predetermined position in the axial direction by the stepped portion 4 of the housing 2. When installed, the rotor 5 is arranged and fixed while maintaining a gap 6 with the rotor 5 at a predetermined length.This conventional configuration has the following technical problems. As is well known, both the stator and the rotor receive a magnetic excitation force based on the permeance pulsation in the gap, so the entire generator is excited by the magnetic force of this pulsation rate (proportional to the generator rotational speed). Therefore, if the resonant frequencies of each part match this, significant magnetic noise will be generated.
発電機回転数は車両アイドル−最高回転にもなる、すな
わちほぼ１オクターブの範囲にも及ぶので、各部の共振
周波数を剛性変化等ですらず対策は本質的に困難さを伴
うものであった。従って、発電機出力を向上する為に空
隙長を短かくしたり、磁極形状スキ、−などを出力に関
する最適値に設定しようとしても、前記磁気音の増加が
障害となっていた。つまり磁気音が小型高出力化の１つ
の壁になっていたとも言える。Since the generator rotational speed ranges from the vehicle idle to the maximum rotation, that is, it extends over a range of approximately one octave, it is inherently difficult to take measures such as changing the rigidity of the resonance frequency of each part. Therefore, even if attempts were made to shorten the air gap length or set the magnetic pole shape gap, -, etc. to optimal values regarding the output in order to improve the generator output, the increase in magnetic noise was an obstacle. In other words, it can be said that magnetic sound was one of the obstacles to achieving smaller size and higher output.
本発明は前記従来の問題点に鑑み、磁気音を低減し、ひ
いては出力アソプを達成することを目的とするものであ
る。SUMMARY OF THE INVENTION In view of the above-mentioned conventional problems, the present invention aims to reduce magnetic noise and achieve output control.
まず、第１図の従来公知の車両用交流発電機について説
明し、続いて第３図の本発明の構成について説明する。First, the conventionally known vehicular alternator shown in FIG. 1 will be explained, and then the configuration of the present invention shown in FIG. 3 will be explained.
第１図において、積層鉄板より成る固定子鉄心１はその
り）径部にてアルミ合金フレーム２に嵌入し、その内ｉ
Ｍ側に界磁極であるランゾル型回転子５が、前記フレー
ム２及び（該フレームと単一のインロー面１１にて当接
されスルーボルト３にて締結固定されてなる）他のフレ
ーム１０とに対して軸受８．９にて前記固定子１ａ内径
と該回転子５外径との為す空隙部６を所定間隔に保って
回動自在に固定されている。In Fig. 1, a stator core 1 made of laminated iron plates is fitted into an aluminum alloy frame 2 at its radial portion, and
A Ransol type rotor 5, which is a field pole on the M side, is connected to the frame 2 and another frame 10 (which is in contact with the frame at a single spigot surface 11 and fastened and fixed with a through bolt 3). On the other hand, it is rotatably fixed by a bearing 8.9 while maintaining a gap 6 formed by the inner diameter of the stator 1a and the outer diameter of the rotor 5 at a predetermined distance.
第３図は本発明の一実施例であり固定子鉄心１のり）１
イとフレーム２の間にダンパー７を配設している。当該
ダンパは注型用ゴムにてモールド充填され固化し、前記
フレームと固定子鉄心とを固着・固定している。Fig. 3 shows one embodiment of the present invention, and stator core 1) 1
A damper 7 is disposed between the frame 2 and the frame 2. The damper is mold-filled with casting rubber and solidified, thereby fixing and fixing the frame and the stator core.
直流励磁された界磁回転子５が図示なき車両原動機で駆
動・回転されると、固定子鉄心は回転磁界を受り、これ
に設けられた３相巻線に３相電流を生じる。該３相電流
は周知の如＜ １ｉｉＪ記３相巻線のインピーダンスと
、負イ、：丁インピータンスの関係によって前記界磁起
磁力分布に対する位相差を生じるので、要するに該負荷
電流による起磁力と、界磁起磁力とにより相互電磁力か
生して、かつ発電機運転状態にｌ１ｉＳシてその周方向
成分、半ｉイ方向成分とか変化する。When the DC-excited field rotor 5 is driven and rotated by a vehicle prime mover (not shown), the stator core receives a rotating magnetic field and generates three-phase currents in the three-phase windings provided therein. As is well known, the three-phase current produces a phase difference with respect to the field magnetomotive force distribution due to the relationship between the impedance of the three-phase winding and the negative impedance, so in short, the magnetomotive force due to the load current and , a mutual electromagnetic force is produced by the field magnetomotive force, and its circumferential component and half-direction component change when the generator is in operation.
車両用交流発電機では駆動回転数がＪｊ：常に広範囲に
変動するので、上記電磁加振力によって固定子鉄心は非
常に広範囲の周波数および分布種類の変形力を受けるこ
とになる。従ってその変形力が固定子鉄心の円環共振モ
ードに合致する回転数がほぼ確実に存在し、多少の形状
変更では使用回転域外に回避できず、該固定子に嵌合し
たフレームより大きな共振音として放４；ｊシたり、ま
たフレーム自身の共振をも招くというのか従来構造の欠
点だった。しかし本実施例では、固定鉄心とフレームと
の間に可撓性のダンパを入れている構造なので、前記の
如（固定子鉄心があらゆる種類の分布及び周波数の加振
力を受けても、前記音の放射体であるフレームに固定子
からの振動が伝わりにくくかつ、固定子の多角形共振も
、前記フレーム自体の共振もダンピングする。In a vehicle alternator, the driving rotational speed Jj always varies over a wide range, so the stator core is subjected to deforming forces with a very wide range of frequencies and distribution types due to the electromagnetic excitation force. Therefore, there almost certainly exists a rotational speed at which the deformation force matches the annular resonance mode of the stator core, and it cannot be avoided by changing the shape to a point outside the usable rotational range, causing a resonance noise that is louder than the frame fitted to the stator. This was a drawback of the conventional structure in that it caused a lot of radiation and also caused resonance in the frame itself. However, in this embodiment, since a flexible damper is inserted between the fixed core and the frame, even if the stator core receives excitation forces of all kinds of distributions and frequencies, Vibrations from the stator are not easily transmitted to the frame, which is a sound radiator, and both the polygonal resonance of the stator and the resonance of the frame itself are damped.
第２図は本作用を説明する図である。同図（ａｌは従来
構造のもので、固定子Ｉとフレーム２とが剛的に連接し
ているため加振力ｒが固定子に作用すると放射体である
フレーム２より直接音が放射するばかりか、この両者１
．２の共振をもより鋭く誘発するが、第３図の如く本発
明となるダンパ入り構造とすると第２図（ｂｌの如く図
示される振動系となり著しく磁気音は低下する。FIG. 2 is a diagram explaining this effect. In the same figure (al shows the conventional structure, the stator I and the frame 2 are rigidly connected, so when the excitation force r acts on the stator, the sound is directly radiated from the frame 2 which is the radiator) Or both of these 1
．． However, if the structure with a damper according to the present invention as shown in FIG. 3 is used, the vibration system becomes as shown in FIG. 2 (bl), and the magnetic sound is significantly reduced.
なお、本構成において回転軸軸受およびフレーム組立方
法は第１図の従来構造と同様で、単一イン口で締結され
た強固かつ高精度に軸芯が一致する構成のままであり、
構造部材の耐振・耐久性は十分に確保されている。In addition, in this configuration, the rotary shaft bearing and the frame assembly method are the same as the conventional structure shown in Fig. 1, and the configuration remains that the shaft centers are aligned strongly and precisely with a single inlet.
Sufficient vibration resistance and durability of the structural members are ensured.
第４図は、実際に１２ＶＢＯＡクラス車両川交流発電機
で第１図に示す如きフレートとフレーム１０が単一のイ
ン口面で結合するり・イブの従来構成のものにつき、本
案構成を適用し従来構成のものと比較して実験した結果
であり破線は従来、実線は本案である。Figure 4 shows an actual 12VBOA class vehicle AC generator with a conventional configuration in which the freight and frame 10 are connected at a single inlet surface as shown in Figure 1, and the proposed configuration is applied. These are the results of an experiment in comparison with a conventional configuration; the broken line is the conventional configuration, and the solid line is the proposed configuration.
この場合ダンパ７にはノリコンコム系の可撓性弾性体で
ＪＩＳゴム硬度３０〜４０度相当のものを用いた。また
、フレーム、ステータ間の本ダンパ材の厚みは約２ミリ
にしている。本結果からもわかる如（本発明によると通
常の回転機低騒音化、防音技術では常識の域を越えた１
５ｄＢもの絶大なる低減効果が得られる。In this case, the damper 7 was made of a flexible elastic material based on Noricon Com, which corresponds to a JIS rubber hardness of 30 to 40 degrees. Additionally, the thickness of the damper material between the frame and stator is approximately 2 mm. As can be seen from these results (according to the present invention, the noise reduction of ordinary rotating machines and soundproofing technology is beyond the realm of common sense).
A tremendous reduction effect of 5 dB can be obtained.
次に、他の実施例を第５図〜第８図に示す。第５図はそ
の他のフレーム２の一部を固定子鉄心と接合さゼるもの
で、これにより両者の軸心が高精度に合致できると共に
ダンパ材７をモールドする際に確実に固定子とフレーム
を相互に固定できる長所がある。Next, other embodiments are shown in FIGS. 5 to 8. In Figure 5, a part of the other frame 2 is joined to the stator core, so that the axes of both can be aligned with high precision, and when molding the damper material 7, the stator and frame can be securely connected. It has the advantage that they can be fixed to each other.
第６図は更に他の実施例で、ダンパ７をフレームを波形
に形成しダンパ７をフレーム２と固定子ｌの間に配設し
、かつフレームを波形に形成して軸力向フレーノ、１４
す性は確保しながらも半径方向及び周り向の割竹は弱め
たものである。FIG. 6 shows still another embodiment in which the damper 7 is formed into a corrugated frame, the damper 7 is disposed between the frame 2 and the stator l, and the frame is formed into a corrugated shape to provide an axial flenometer 14.
The bamboo split in the radial and circumferential directions is weakened while maintaining its strength.
なお、以上述べたダンパはコノ、状固形物のみならず半
流動性粘性体でも、繊維質体に液体を含浸したものでも
、或いは密閉した気体のばね力を利用したダンパでも、
或いは発泡性金属でも、多孔性金属でも、或いは金属薄
膜を多数ラミネー１− した金属ダンパでも、或いは金
属粉混練樹脂でもよい。The above-mentioned dampers are not limited to solid materials, but may also be semi-fluid viscous materials, fibrous materials impregnated with liquid, or dampers that utilize the spring force of a sealed gas.
Alternatively, it may be a foamed metal, a porous metal, a metal damper made by laminating a large number of thin metal films, or a resin mixed with metal powder.
第１図は本発明適用前の従来の車両用交流発電機の一部
断面図、第２図（ａｌ、（ｂ）は本発明の原理説明図、
第３図は本発明の一実施例を示す固定子とフレームの断
面図、第４図は上記実施例での特性図、第５図はその他
の実施例を示す断面図、第６図は更にその他の実施例を
示す断面図である。
１１・・・インロー面、２．１０−・フレーム、１ａ・
・・固定子、８．９・・・軸受、５・・・回転子、１・
・・固定子鉄心、７・・・ダンパ。
代理人弁理士 岡 部 隆FIG. 1 is a partial sectional view of a conventional vehicle alternator before the present invention is applied, FIG. 2 (al) and (b) are diagrams explaining the principle of the present invention,
Fig. 3 is a sectional view of a stator and frame showing one embodiment of the present invention, Fig. 4 is a characteristic diagram of the above embodiment, Fig. 5 is a sectional view showing another embodiment, and Fig. 6 is a further It is a sectional view showing other examples. 11... Pilot surface, 2.10-. Frame, 1a.
... Stator, 8.9... Bearing, 5... Rotor, 1.
... Stator core, 7... Damper. Representative Patent Attorney Takashi Okabe
Claims (1)
受を介して結合された回転子、および、前記固定子の一
部をなす固定子鉄心と前記ハウジングの内周面との間に
配設され、ゴム、可撓性樹脂、粘性流体、繊維質ダンパ
、密閉した気体のばね力を利用したダンパ、弾性に富む
金属のうちいずれかから成るダンパを設けたことを特徴
とする車両用交流発電機。[Scope of Claims] A pair of frames connected to each other by a single spigot surface, a stator provided within the frame, and a stator rotatably provided at the center of the stator and connected to the frame via a bearing. a rotor disposed between a stator core forming a part of the stator and an inner circumferential surface of the housing; An alternator for a vehicle characterized by being provided with a damper made of either a damper utilizing spring force or a damper made of highly elastic metal.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8241983A JPS59209053A (en) | 1983-05-10 | 1983-05-10 | Ac generator for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8241983A JPS59209053A (en) | 1983-05-10 | 1983-05-10 | Ac generator for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59209053A true JPS59209053A (en) | 1984-11-27 |
Family
ID=13774063
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8241983A Pending JPS59209053A (en) | 1983-05-10 | 1983-05-10 | Ac generator for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59209053A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6617716B2 (en) | 2000-12-14 | 2003-09-09 | Denso Corporation | Rotary electric machine having stator coolant passage means |
| JP2006166554A (en) * | 2004-12-06 | 2006-06-22 | Toyota Motor Corp | Rotating electric machine and manufacturing method of rotating electric machine |
| DE112005003440T5 (en) | 2005-02-24 | 2009-03-12 | Toyota Jidosha Kabushiki Kaisha, Toyota-shi | Drive device with rotating electrical machine |
| WO2012159661A2 (en) * | 2011-05-24 | 2012-11-29 | Siemens Aktiengesellschaft | Self-supporting housing of a dynamo-electric machine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5045203A (en) * | 1973-08-28 | 1975-04-23 |
-
1983
- 1983-05-10 JP JP8241983A patent/JPS59209053A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5045203A (en) * | 1973-08-28 | 1975-04-23 |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6617716B2 (en) | 2000-12-14 | 2003-09-09 | Denso Corporation | Rotary electric machine having stator coolant passage means |
| JP2006166554A (en) * | 2004-12-06 | 2006-06-22 | Toyota Motor Corp | Rotating electric machine and manufacturing method of rotating electric machine |
| DE112005003440T5 (en) | 2005-02-24 | 2009-03-12 | Toyota Jidosha Kabushiki Kaisha, Toyota-shi | Drive device with rotating electrical machine |
| US8097997B2 (en) | 2005-02-24 | 2012-01-17 | Toyota Jidosha Kabushiki Kaisha | Driving device with rotating electric machine |
| WO2012159661A2 (en) * | 2011-05-24 | 2012-11-29 | Siemens Aktiengesellschaft | Self-supporting housing of a dynamo-electric machine |
| WO2012159661A3 (en) * | 2011-05-24 | 2013-01-24 | Siemens Aktiengesellschaft | Self-supporting housing of a dynamo-electric machine |
| RU2559034C2 (en) * | 2011-05-24 | 2015-08-10 | Сименс Акциенгезелльшафт | Bearing housing of dinamo electric machine |
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