CN206673803U - A kind of vehicle alternator - Google Patents

Abstract

The utility model discloses a vehicle alternator, which relates to the technical field of generators. It includes a front end cover, a rear end cover, and a rotor and a stator fixed between the front end cover and the rear end cover. The rotor includes front pole claws and rear pole claws installed crosswise, and the stator includes a stator core and a stator wound on the stator core. Stator coil; the ratio of the distance L2 from the front end of the stator core to the inner side of the bottom plate of the front pole claw and the thickness L1 of the bottom plate of the front pole claw is: L2/L1≤0.19; the distance Lp from the tip of the front pole claw to the front end of the stator core The ratio to the height L3 of the stator core is: Lp/L3≥0.91. The utility model increases the induced electromotive force of the alternator, improves the output power of the generator, and improves the conversion efficiency of electric energy; makes the alternator have better power density under the same diameter, and is beneficial to reduce the volume of the generator.

Description

A car alternator

technical field

The utility model relates to the technical field of generators, in particular to a vehicle alternator.

Background technique

In a car, the function of the alternator is to convert part of the mechanical energy of the engine into electrical energy, so as to supply power to the car's electrical equipment or battery. Existing automotive alternators generally include end covers, rotors, stators, pulleys, rectifier bridges and other components. , It is easy to cause large copper loss, high noise, and serious magnetic flux leakage of the generator, which greatly reduces the energy conversion rate and power generation of the generator, and affects the output performance of the generator. Based on the above reasons, the existing automotive alternator generally adopts a large-scale structural design to ensure the electricity demand of the automobile. Alternators are increasingly unable to meet the needs of users.

Utility model content

Based on the above, the utility model provides a vehicle alternator to solve the problems of low power generation efficiency, small output power, large volume and large wind noise of the existing alternator.

For this purpose, the utility model adopts the following technical solutions:

A vehicle alternator, comprising a front end cover, a rear end cover, and a rotor and a stator fixed between the front end cover and the rear end cover, the rotor includes cross-mounted front pole claws and rear pole claws, and the stator includes The stator core and the stator coil wound on the stator core; the ratio of the distance L2 from the front end of the stator core to the inner side of the front pole claw bottom plate and the thickness L1 of the front pole claw bottom plate is: L2/L1≤0.19; The ratio of the distance Lp from the claw tip of the front pole claw to the front end face of the stator core and the height L3 of the stator core is: Lp/L3≥0.91.

Preferably, the ratio of the distance L2' from the rear end surface of the stator core to the inner side of the rear pole claw bottom plate and the thickness L1' of the rear pole claw bottom plate is: L2'/L1'≤0.19, the claw tip of the rear pole claw to The ratio of the distance Lp' from the rear end surface of the stator core to the height L3 of the stator core is: Lp'/L3≥0.91.

Preferably, the ratio of the thickness X1 of the front pole claw heel to the thickness L1 of the front pole claw bottom plate is: 0.91≤X1/L1≤1.2; and/or the thickness X1' of the rear pole claw heel and The ratio of the thickness L1' of the bottom plate of the rear claw is: 0.91≤X1'/L1'≤1.2.

Preferably, the ratio of the thickness X2 of the front pole claw tip to the thickness X1 of the front pole claw heel is: 0.26≤X2/X1≤0.5; and/or the ratio of the thickness X2' of the rear pole claw tip to the The ratio of the thickness X1' of the claw heel of the rear pole is: 0.26≤X2'/X1'≤0.5.

Preferably, the claw tips of the front pole claw and the rear pole claw are provided with claw tip chamfering circles, and the claw tip chamfering circles are extruded from cold extrusion grooves set on the mold, and the radius of the claw tip chamfering circles The value of R is: R≥2mm.

Preferably, the ratio of the circumferential distance Y from the front pole claw to the rear pole claw to the tooth foot width X of the stator core is: 1.5≤Y/X≤1.99.

Preferably, the ratio of the width bt of the teeth of the stator core to the height ht of the core slot is: 0.3≤bt/ht≤0.39.

Preferably, a front fan is installed at the front end of the rotor, and the ratio of the distance t between the top of the blade of the front fan to the front end of the stator coil and the height h of the blade of the front fan is: t/h≤0.19; and/or the A rear fan is installed at the rear end of the rotor, and the ratio of the distance t' from the top of the blade of the rear fan to the rear end of the stator coil and the height h' of the blade of the rear fan is: t'/h'≤0.19.

Preferably, the roots of the front pole claw and the rear pole claw are provided with wind-cut chamfers, and the wind-cut chamfers are a plane.

The beneficial effects of the utility model are:

The utility model effectively increases the induced electromotive force of the alternator by adjusting the size and proportional relationship between the stator iron core and the pole claw, improves the output power of the alternator, and improves the conversion efficiency of electric energy; at the same time, the setting makes the alternator It has the optimal power density under the same diameter, and the induced electromotive force is maximized while ensuring the mechanical strength of the pole claws, and the output and efficiency are optimal, which is conducive to reducing the volume of the generator. The matching setting of the above ratio ensures the best saturation of the magnetic field between the rotor and the stator core, and at the same time takes into account the mechanical strength of the rotor, wind noise and other factors, so that the generator has lower noise and better mechanical strength while having high output , the power generation efficiency is higher, and the vibration is small, and the work is stable; furthermore, on the basis of the same output, the utility model effectively reduces the volume of the generator, and saves the production cost and the space in the car.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings that need to be used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only the illustrations of the present invention. For some embodiments, those of ordinary skill in the art can also obtain other drawings according to the content of the embodiments of the present invention and these drawings without any creative effort.

Fig. 1 is the explosion structure diagram of the vehicle alternator provided by the utility model;

Fig. 2 is a sectional view of the internal structure of the vehicle alternator provided by the utility model;

Fig. 3 is the installation structure diagram of the rotor involved in the utility model;

Fig. 4 is a structural diagram of the front pole claw involved in the present invention;

Fig. 5 is another angle structural diagram of the front pole claw involved in the present invention;

Fig. 6 is a cross-sectional view of the front pole claw involved in the present invention;

Fig. 7 is a cross-sectional view of the rear pole claw involved in the present invention;

Fig. 8 is a partial structural diagram of the stator core slot involved in the present invention;

Fig. 9 is a structural diagram of the teeth of the stator core involved in the present invention;

Fig. 10 is a graph of electromagnetic noise of a vehicle alternator.

In the picture:

11-front end cover; 12-rear end cover; 21-front pole claw; 211-bottom plate; 212-claw; 213-front yoke; 214-wind shear chamfer; 22-rear pole claw; 24-rotor shaft; 31-stator core; 32-stator coil; 4-pulley; 5-rectifier bridge; 6-cover; 71-front fan; 72-rear fan;

S1 and S3 are the electromagnetic noise curves of the automotive alternator in the prior art;

S2 is the electromagnetic noise curve of the vehicle alternator of the present invention.

detailed description

In order to make the technical problem solved by the utility model, the technical scheme adopted and the technical effect achieved clearer, the technical scheme of the embodiment of the utility model will be further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiment is only Some embodiments of the utility model, but not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without making creative efforts belong to the protection scope of the present utility model.

As shown in Figures 1-10, the present embodiment provides a preferred vehicle alternator, the alternator includes a front end cover 11, a rear end cover 12, and is fixed between the front end cover 11 and the rear end cover 12 The rotor and the stator, wherein the rotor is fixed on the rotor shaft 24, and the stator is installed on the outside of the rotor. Specifically, the above-mentioned rotor includes front pole claws 21 and rear pole claws 22 installed across each other for magnetic conduction and heat dissipation; a coil frame is arranged between the front pole claws 21 and the rear pole claws 22, and the coil frame is wound with The rotor coil 23 is used to generate excitation after passing through the direct current. The aforementioned stator includes a stator core 31 and a stator coil 32 wound on the stator core 31; the stator core 31 is used for magnetic conduction and heat dissipation, and the stator coil 32 is used for generating alternating current in a changing magnetic field. The front end of the alternator is connected with the engine of the car through the pulley 4, which can convert the kinetic energy of the engine into electric energy; the rear end of the generator is connected with the rectifier bridge 5 and the regulator, and is used to deliver stable electric energy to the electric power in the car equipment; the rear end of the generator is also covered with a cover 6 to play a protective role.

In the utility model, as shown in Fig. 4 and Fig. 5, the front pole claw 21 includes a bottom plate 211 and several claws 212 uniformly arranged on the bottom plate 211; Repeat again; a yoke is also provided between the front pole claw 21 and the rear pole claw 22, and the yoke can be independently arranged and installed between the front and rear two bottom plates, or it can be connected to the front pole claw 21 and/or the rear pole claw. The bottom plate of the pole claw 22 is an integrally formed structure. In this embodiment, the structure in which the yoke and the pole claw are integrally produced is preferably used, that is, the front pole claw 21 is provided with half of the front yoke 213, and the rear pole claw 22 is provided with half of the yoke. The rear yoke, when the rotor is installed, the front and rear halves of the yoke are butted to form the entire yoke. Further, as shown in Fig. 2 and Fig. 6, the ratio of the distance L2 from the front end surface of the above-mentioned stator core 31 to the inner side of the bottom plate of the front pole claw 21 and the thickness L1 of the bottom plate of the front pole claw 21 is: L2/L1≤0.19; at the same time In order to satisfy the symmetry of the generator structure and further optimize the performance of the generator, the ratio of the distance L2' from the rear end surface of the stator core 31 to the inner side of the bottom plate of the rear pole claw 22 in this embodiment and the thickness L1' of the bottom plate of the rear pole claw 22 is also Set to: L2'/L1'≤0.19. Specifically, the above-mentioned L2 and L2' are both 2.19 mm, and L1 and L1' are 12 mm. This setting effectively increases the induced electromotive force of the alternator, thereby improving the output power of the generator and increasing the efficiency of electric energy conversion.

As shown in Figure 2, the ratio of the distance Lp from the claw tip of the front pole claw 21 of the present invention to the front end surface of the stator core 31 and the height L3 of the stator core 31 is: Lp/L3≥0.91; at the same time, the rear pole claw 22 The ratio of the distance Lp' from the claw tip to the rear end surface of the stator core 31 and the height L3 of the stator core 31 is also: Lp'/L3≥0.91. Specifically, the above-mentioned Lp and Lp' are both 29.92mm, and L3 is 32.4mm. This scheme enables the alternator to have the best power density under the same diameter, maximizes the induced electromotive force while ensuring the mechanical strength of the pole claw, maximizes the output and efficiency, and is conducive to reducing the volume of the generator. Through the adjustment and coordination of the above-mentioned specific dimensions, the utility model ensures the best saturation degree of the magnetic field between the rotor and the stator, and at the same time takes into account factors such as the mechanical strength of the rotor, wind noise, etc., so that the generator has lower noise while having a high output. The mechanical strength is better and the power generation efficiency is higher; furthermore, on the basis of the same output, the utility model makes the stator diameter of the generator reach 124.5mm, which effectively reduces the volume of the generator, thereby saving the production of the generator cost and the space it takes up in the car. In addition, the generator of the utility model is an optimized design under comprehensive consideration of various factors, wherein the size and corresponding proportion of each component has a definite matching relationship; The proportional reduction of the large generator will seriously affect the working efficiency of the generator.

In the present utility model, the ratio of the number of phase turns Ns of each slot of the stator coil 32 to the number of turns Nr of the rotor coil 23 is: 0.017≤Ns/Nr≤0.029, here, the number of phase turns Ns of each slot is the specified stator core 31 The number of coil turns embedded in each slot in a single phase. Specifically, the number of phase turns Ns per slot of the stator coil 32 is 7 turns, the number of turns Nr of the rotor coil 23 is 315 turns, and the ratio Ns/Nr of the two is 0.022. The setting of the above-mentioned ratio can make the generator achieve the optimal design of the flux leakage coefficient and reluctance under the premise of satisfying the winding process, and greatly improve the output power of the generator.

Furthermore, the _{total ratio of the height L3 of the stator core 31 of the present invention to the height L4 of the yoke is: 1≤L3/L4≤1.24, wherein L4 is always 26.54㎜ .} As shown in Fig. 6 and Fig. 7, due to the integrated structure of the yoke and the pole claw in this embodiment, the whole yoke is composed of the front yoke 213 on the front pole claw 21 and the rear yoke on the rear pole claw 22, The height of the front yoke 213 is L4, the height of the rear yoke is L4', and the _sum of L4 and L4' is L4total. Considering the symmetrical structure, here, L4 and L4' are respectively _L4total /2. Further, the total height of the front and rear pole claws of the present invention is Lr, and Lr=L1+L4 _total +L1', where the ratio of the height L3 of the stator core 31 to the total height Lr of the front and rear pole claws is: 0.56≤L3/ Lr≤0.69, where Lr is 50.54㎜.

Further, the ratio of the diameter D of the copper wire of the stator coil 32 to the opening width W of each slot of the stator core 31 is: 0.4<D/W<0.7, specifically, the diameter D of the copper wire of the stator coil 32 is 0.88㎜, the stator iron core The opening width W of each groove of the core 31 is 1.77mm, and the ratio D/W between them is 0.497. The utility model adjusts the above-mentioned ratio, so that the output of the alternator is better at high speed and low speed, and no extreme phenomenon occurs, and the copper loss of the alternator is effectively reduced.

Preferably, in this embodiment, the ratio of the yoke diameter D2 to the rotor diameter D1 is: 0.55≤D2/D1≤0.62, wherein the yoke diameter D2 is 53.75㎜ (that is, the yoke radius R2 is 26.875㎜), and the rotor diameter D1 is 96㎜ (that is, the rotor radius R1 is 48㎜); here, after the diameter of the rotor is determined, the diameter of the matching stator is also basically determined, so as to obtain the overall size of the motor. The setting of the above ratio minimizes the magnetic flux leakage at the tip of the claw, maximizes the induced electromotive force, and ensures the best power density under the same diameter.

Further, the ratio of the thickness X1 of the heel of the front pole claw 21 to the thickness L1 of the bottom plate 211 of the front pole claw 21 is: 0.91≤X1/L1≤1.2; at the same time, the thickness X1' of the claw heel of the rear pole claw 22 is the same as that of the rear pole The ratio of the thickness L1' of the bottom plate of the claw 22 is also: 0.91≤X1'/L1'≤1.2. Specifically, the above-mentioned X1 and X1' are both 11.17㎜, and both L1 and L1' are 12㎜. This solution increases the induced electromotive force of the generator on the premise of ensuring the mechanical strength of the front and rear pole claws, so that the generator has Better output capacity and power generation efficiency.

Furthermore, the ratio of the thickness X2 of the tip of the front claw 21 to the thickness X1 of the heel of the front claw 21 is: 0.26≤X2/X1≤0.5; at the same time, the thickness X2' of the claw tip of the rear claw 22 is the same as the thickness X1 of the heel of the front claw 21. 22 The ratio of the thickness X1' of the claw heel is: 0.26≤X2'/X1'≤0.5. Specifically, the above-mentioned X2 and X2' are both 3.09㎜, and both X1 and X1' are 11.17㎜. This solution further increases the induced electromotive force of the alternator, so that the generator has better output capacity and power generation efficiency.

As a preference, the claw tips of the front pole claw 21 and the rear pole claw 22 of the present utility model are provided with claw tip chamfering circles, and the claw tip chamfering circles are extruded from cold extrusion grooves provided on the mold, and the radius R of the claw tip chamfering circles is The value of R≥2mm, preferably R=3mm. Because the top area of the claw tip of the existing pole claw is too small, the required size cannot be achieved through the extrusion process during processing; however, this scheme expands the area of the claw tip by increasing the chamfering circle of the pole claw tip, which is convenient for processing by extrusion process , improve production efficiency and save costs.

Preferably, the ratio of the circumferential distance Y from the front pole claw 21 to the rear pole claw 22 and the tooth foot width X of the stator core 31 is: 1.5≤Y/X≤1.99. The above-mentioned circumferential distance Y from the front pole claw 21 to the rear pole claw 22 refers to the width of the groove formed by the adjacent claws of the front pole claw 21 and the claws of the rear pole claw 22 along the circumferential direction of the generator after cross-installation, specifically , the above-mentioned Y is 7.48㎜, and X is 4.51㎜. This scheme reduces the magnetic flux leakage at the pole claw tip and increases the induced electromotive force of the generator.

In addition, as shown in Fig. 8, the teeth of the stator core 31 can have a structure with the same width of the upper and lower teeth, and the ratio of the middle width bt of the teeth of the stator core 31 to the height ht of the core slot is: 0.3≤bt/ht≤0.39 . Specifically, bt here is 3.28mm, and ht is 9.17mm. Under the premise of considering the processing technology of the stator core 31, this solution adjusts the winding space of the stator core slot, optimizes the saturation of the core magnetic circuit, and increases the output power of the generator. Here, as shown in FIG. 9 , the teeth of the stator core 31 can also be set to a structure in which the upper and lower tooth widths are inconsistent, such as: the tooth width of the narrower lower end of the tooth is bt _min , and the wider tooth width of the upper end of the tooth is bt _max , at this time bt=(bt _min +bt _max )/2, compared with the upper and lower tooth structure in Fig. 8, the above structure can adjust the winding space of the stator core slot and optimize the saturation of the core magnetic circuit. While improving the output power of the generator, it is more important to facilitate the embedding of flat copper wires so as to improve the space utilization of the iron core slot.

More preferably, a front fan 71 is installed at the front end of the above-mentioned rotor, and the ratio of the distance t between the top of the vane of the front fan 71 to the front end of the stator coil 32 and the height h of the vane of the front fan 71 is: t/h≤0.19, where t is 1.75㎜, h is 11.70㎜; a rear fan 72 is installed at the rear end of the rotor, and the ratio of the distance t' from the top of the blade of the rear fan 72 to the rear end of the stator coil 32 and the height h' of the blade of the rear fan 72 is also: t '/h'≤0.19, where t' is 2.59㎜ and h' is 14㎜. The setting of this ratio can reduce the noise of the generator at the corresponding speed within 0-22000 rpm by 1-4dB, and at the same time increase The heat dissipation capacity of the generator is improved, the air intake, the cooled area and the wind noise are optimized, thereby improving the cooling efficiency of the fan, reducing noise pollution, and improving the performance of the generator.

Further, the roots of the front pole claw 21 and the rear pole claw 22 are provided with a wind-cut chamfer 214. The wind-cut chamfer 214 is a plane, which can be made by forming a surface from three points, and is preferably arranged on the windward side where the pole claw rotates. , this structure effectively alleviates the impact of the wind, thereby reducing the working noise of the generator, and only setting it on the windward side can save processing and manufacturing costs. As shown in Figure 10, S1, S3 are the electromagnetic noise curves of the vehicle alternator in the prior art, and S2 is the electromagnetic noise curve of the vehicle alternator of the present invention, as can be seen from Figure 10, the utility model The new alternator is quieter and more gentle, improving the overall performance of the alternator.

The following table 1 is the performance test result of the alternator before improvement, and the following table 2 is the performance test result of the improved alternator of the utility model, wherein, in the efficiency evaluation of the vehicle alternator, VDA (Verbandder Automobil industrie: German Automobile Industry Association) as the evaluation index.

Table 1 Test results before alternator improvement

Table 2 Test results after improvement of the utility model alternator

Under the setting of this embodiment, the efficiency of the generator can reach 69%, while the efficiency of the traditional generator under the same stator diameter is about 66%, so the efficiency of the generator of the utility model can be increased by 4.5%. In summary, the vehicle alternator provided by the utility model can effectively improve the power generation efficiency of the generator, reduce energy waste, and reduce noise pollution after the above-mentioned improvements; compared with existing generators with the same output In other words, the utility model reduces the volume of the generator, thereby saving the production cost of the generator and the occupied space in the vehicle.

Note that the above are only preferred embodiments of the present invention and the applied technical principles. Those skilled in the art will understand that the utility model is not limited to the specific embodiments described here, and various obvious changes, readjustments and substitutions can be made by those skilled in the art without departing from the protection scope of the utility model. Therefore, although the utility model has been described in detail through the above embodiments, the utility model is not limited to the above embodiments, and can also include more other equivalent embodiments without departing from the concept of the utility model. The scope of the present invention is determined by the appended claims.

Claims (9)

1. a kind of vehicle alternator, including drive end bearing bracket, rear end cap and the rotor being fixed between drive end bearing bracket and rear end cap and Stator, it is characterised in that the rotor includes preceding the pole pawl and rear polar grab for intersecting installation, and the stator includes stator core and twined The stator coil being wound on stator core；Distance L2 and preceding pole pawl on the inside of the front end face of the stator core to preceding pole pawl bottom plate The ratio between thickness L1 of bottom plate is：L2/L1≤0.19；The pawl point of the preceding pole pawl to stator core front end face distance Lp with it is described The ratio between height L3 of stator core is：Lp/L3≥0.91.

2. vehicle alternator according to claim 1, it is characterised in that the rear end face of the stator core to rear pole The ratio between distance L2 ' and thickness L1 ' of rear polar grab bottom plate on the inside of pawl bottom plate is：L2 '/L1 '≤0.19, the pawl point of the rear polar grab The ratio between distance Lp ' and the height L3 of the stator core to stator core rear end face are：Lp’/L3≥0.91.

3. vehicle alternator according to claim 2, it is characterised in that the preceding pole pawl pawl with thickness X 1 and institute Stating the ratio between thickness L1 of preceding pole pawl bottom plate is：0.91≤X1/L1≤1.2；And/or the rear polar grab pawl with thickness X 1 ' and institute Stating the ratio between thickness L1 ' of rear polar grab bottom plate is：0.91≤X1’/L1’≤1.2.

4. vehicle alternator according to claim 3, it is characterised in that the thickness X 2 of the preceding pole pawl pawl point and institute State preceding pole pawl pawl with the ratio between thickness X 1 be：0.26≤X2/X1≤0.5；And/or thickness X 2 ' and the institute of the rear polar grab pawl point State rear polar grab pawl with the ratio between thickness X 1 ' be：0.26≤X2’/X1’≤0.5.

5. vehicle alternator according to claim 4, it is characterised in that the pawl point of the preceding pole pawl and rear polar grab is equal Justify provided with pawl point chamfering, the pawl point chamfering circle is by the cold-extruded groove extrusion forming that is opened on mould, and the pawl point chamfering is justified Radius R value be：R≥2mm.

6. vehicle alternator according to claim 5, it is characterised in that the preceding pole pawl to rear polar grab it is circumferential away from It is from the ratio between Y and tooth pin width X of the stator core：1.5≤Y/X≤1.99.

7. vehicle alternator according to claim 6, it is characterised in that in the tooth of the stator core width bt with The ratio between iron core groove height ht is：0.3≤bt/ht≤0.39.

8. according to the vehicle alternator described in claim any one of 1-7, it is characterised in that the rotor front end is provided with Forefan, it is to the ratio between the distance t and the height h of forefan fan blade of stator coil front end at the top of the fan blade of the forefan：t/h ≤0.19；And/or the rotor rear end is provided with aft-fan, the distance of stator coil rear end is arrived at the top of the fan blade of the aft-fan The ratio between t ' and height h ' of aft-fan fan blade is：t’/h’≤0.19.

9. vehicle alternator according to claim 8, it is characterised in that the root of the preceding pole pawl and rear polar grab is equal Offer wind and cut chamfering, it is a plane that the wind, which cuts chamfering,.