ROTARY MACHINE

Abstract: An armature core (55) and a field core (53) are fitted directly to a cylinder block (57) so that they are cooled by a liquid flowing through a passage (58) inside this block (57). Accordingly, cooling can be made efficiently, the temperature rise of an armature winding (56) and a field winding (54) can be limited and their operation characteristics are improved. Since a heat pipe fitted to the armature core (55) or the field core (53) is inserted into the cooling passage (58) inside the cylinoer block (57) so that either core (53 or 55) can be cooled more efficiently. A bracket to which the cores are fixed is fitted to the cylinder block (57), and a cooling liquid passage communicating with the cooling passage (58) inside the cylinder block (57) is formed in this bracket or a heat pipe which is partially inserted into the cooling passage (57) is disposed on the bracket.

Description: FIELD OF THE INVENTION This invention relates to a rotating electric machine such as an engine starting and charging device comprising as a unit a starting motor for starting an automotive engine and a charging generator which is driven by the engine to charge a battery, and an a.c. generator for automobiles which is driven by the automotive engine. More precisely the present invention relates to a rotating electric machine, having revolving-field poles which are driven by an engine and excited by supplying the electric current to field windings ; an armature core mounted in an armature winding ; field cores mounted in said field windings ; and a cylinder block with said armature core and field cores directly mounted thereto. BACKGROUND OF THE INVENTION Fig. 1 is a sectional view of a prior-art engine starting and charging device disclosed in Laid-Open Japanese Patent No. sho 61-54949. In Fig. 1, a starting and charging device body 1 is constituted of revolving-field poles 2a, 2b, field windings 3, an armature core 4, an armature winding 5, and a crank angle detector 6 as major components. A pair of revolving-field poles 2a, 2b are comb-shaped ones produced of a ferromagnetic material, and are coupled as a unit through a non-magnetic ring 7 such that these magnetic pole sections are disposed alternately in the circumferential direction. The revolving-field pole 2a functions also as a flywheel, which is fitted on a crankshaft 8 as a revolving shaft of the engine, and firmly secured by a bolt 9 on the end of this crankshaft 8. In the side section of the revolving-field pole 2a are formed Cutouts 10 which, combined with a crank angle detector 6, are used for the detection of the crank angle. There are provided the same number of cutouts 10 as the revolving-field poles 2a at equal intervals on the circumference. The width of this cutout 10 in the circumferential direction makes an angle equal to about one half of 360 degrees divided by the number of the cutouts. The revolving-field poles 2a, 2b described above are so designed as to be excited by energizing the field winding 3, which is installed on the field core 11. This field core 11 is secured by a bolt not illustrated to a rear plate 12, facing the revolving-field pole 2a across a slight gap a provided in the axial direction, and facing the revolving-field pole 2b across a slight gap b. The field winding 3 is provided on the fixed side, dispensing with a collector ring; however, because the current flowing into the field winding 3 is much less than the current in the armature winding 5, it is possible to energize it through a collector ring and brushes. The armature core 4 is formed by laminating silicon steel sheets, within the inner periphery of which are provided a large number of slots for setting the armature winding 5 therein. The armature winding 5 is of a three-phase distributed winding type as a common commutatorless motor. The armature core 4 is fitted to a mounting frame 13, positioned to the mounting frame 13 by a key not illustrated, and locked from turning. At this time, the armature core 4 is secured by a spacer 14 in the axial direction to the mounting frame 13 through a spring ring 15. Furthermore, the mounting frame 13 is mounted by a bolt 16 to the rear plate 12. The rear plate 12 is attached to an engine body which is not illustrated. In the meantime, the crank angle detector 6 described above functions as a signal source which operates the armature current switching circuit. Here, a signal-generating proximity switch is used. This proximity switch is mounted on the rear plate 12 such that its detector element will face on the circumferential line where the cutout 10 of the revolving-field pole 2a is disposed, and signal generating conditions vary with a change in inductance at the cutout section and non-cutout section of the revolving-field pole 2a, thus outputting a binary signal "1" or "0" correspondingly to the crank angle (field pole position). When a three-phase armature winding 5 is employed, three crank angle detectors 6 will be used. A clutch 17 serves to interrupt the transmission of power between the crankshaft 8 and a transmission drive shaft 18. This clutch 17 uses a diaphragm spring clutch consisting of a clutch disc 19, a pressure plate 20, a diaphragm spring (disc spring) 21, wire rings 22, 23, and a clutch cover 24. The clutch cover 24 is mounted by bolts 25 to the revolving-field pole 2a which serves also as the flywheel. Subsequently, operation at the time of starting will be explained. When the key switch (not illustrated) is placed in the START position with the engine left stationary, the current flows from the battery (not illustrated) into the field winding 3 and the armature winding 5, thereby producing a torque in the revolving-field poles 2a, 2b and accordingly turning the crankshaft 8 which is directly coupled therewith. As the revolving-field poles start turning, the crank angle detector 6 detects the position of the revolving-field poles, actuating the armature current switching circuit (not illustrated) such that the speed of the revolving field formed by the armature winding 5 will be the same as the speed of rotation of the revolving-field poles, and the revolving-field poles 2a, 2b, receiving the torque, will further accelerate. Since a great starting torque is obtainable through positive feedback operation, directly-coupled drive is able to the engine in a short time. Next, when the key switch is placed in the IGNITION position after the engine has started, the starting and charging device body 1 operates as an a.c. generator, the power generated being converted into the direct current by a diode (not illustrated) and supplied to the battery and electrical equipment on the motor vehicle. The operation of the clutch 17 is as follows. When the clutch pedal (not illustrated) is not depressed, the tension of the diaphragm spring 21, as well known, is added by leverage to the clutch disc 19 mounted on the transmission drive shaft 18 through the pressure plate 21, thus pressing this clutch disc 19 against the side of the revolving-field pole 2a to connect the clutch 17. Also, when the clutch pedal is depressed, a sleeve which is not illustrated slides in the axial direction, pressing the central part of the diaphragm spring 21 in the direction of the arrow C. Therefore, the diaphragm spring 21 will deflect on the wire rings 22, 23 as a fulcrum, removing the pressure applied to the clutch disc 19. Thus the clutch 17 will become disconnected, interrupting power transmission between the crankshaft 8 and the transmission drive shaft 18. The starting and charging device body 1 and the clutch 17 are formed as one body by directly connecting the revolving-field pole 2a of the starting and charging body 1 to the engine crankshaft 8 and further by using this revolving-field pole 2a as a carrier of the clutch 17 for connection and disconnection between the crankshaft 8 and the transmission drive shaft 18. Fig. 2 is a sectional view showing another example of the prior-art engine starting and charging device, in which the same numerals are used for the same parts appearing in Fig. 1 described above, their explanation being omitted. In Fig. 2, on the bracket 13 are positioned and secured the armature core 4, the field core 11 and the crank angle detector 6. This bracket 13 is mounted by bolts 26 to a cylinder block 28 through a gasket 27; the field core 11 faces the revolving-field poles 2a, 2b with slight gaps a and b provided in the diametrical direction. In the above-described prior-art starting and charging device, because the whole body of the device is hermetically enclosed, directly affected with the temperature increase of engine, and in addition, the atmospheric temperature of the hermetically enclosed chamber will be increased by a great deal of frictional heat produced by the connection and disconnection of the clutch disc 19 and the clutch 17 and the heat of resistance loss caused by a tremendous current flowing into the armature winding 5 and the current flowing into the field winding 3. However, the device has such a problem that no means for cooling such as a cooling fan is provided, and if the means for cooling is mounted, a cooling effect in the hermetically enclosed chamber will be low, resulting in an excessive temperature rise at each part, deteriorated quality in respect of heat resistance, a decreased current in the field winding 3 in respect of performance, an excessive degradation of operating characteristics, and consequently in a failure in obtaining a desired starting torque or output current. Fig. 3 is a sectional view of an a.c. generator for motor vehicles that has a fan as a cooling means. In Fig. 3, numeral 31 is a revolving shaft, on which a pulley 32 is fixedly secured. Numeral 33 is a rotor secured on the revolving shaft 31, and is of the following constitution. Numeral 34 is a revolving-field core, and numeral 35 is the other revolving-field pole, from which a plurality of pole pawl sections 35a are disposed at intervals in the circumferential direction. Numeral 36 is a non-magnetic support ring secured on the circumference of the pole pawl sections 35a, and numeral 37 is the other revolving-field pole secured by this support ring 36, with a plurality of pole pawl sections 37a disposed at intervals in the circumferential direction, alternately between the above-mentioned pole pawl sections 35a. Numeral 38 is a fixed field core disposed between the revolving-field core 34 and the other revolving-field pole 37 with an air gap provided therebetween; numeral 39 is a field winding held by this field core 38; and numeral 40 is a fixed armature core, which holds an armature winding 41 in slots. Numeral 42 is a front bracket which supports the revolving shaft 31 through a front bearing 44 and combinedly supports the armature core 40. In this front bracket 42 is provided a cooling air outlet hole 42a. Numeral 43 is a rear bracket which combinedly supports the armature core 40. It supports the revolving shaft 31 through a rear bearing 45 and also fixedly supports a field core 38. In this rear bracket 43 is provided a cooling air inlet hole 43a. Numeral 46 designates a rectifier for converting a.c. power from the armature winding 41 into d.c. power; numeral 47 is a voltage regulator which detects the generator voltage, controls the exciting current, and regulates the terminal voltage to a specific value; and numeral 48 is a fan fixed on the revolving shaft 31. In the prior-art device described above, the revolving shaft 31 is turned through a belt (not illustrated) and a pulley 32 by the revolution of the engine on the motor vehicle. The a.c. voltage led to the armature winding 41 is regulated to a specific value by means of the voltage regulator 47, thus supplying the d.c. rectified power to the field winding 39 and at the same time to a load such as the storage battery. In the meantime, as the fan 48 rotates, the cooling air is drawn in at the inlet hole 43a of the rear bracket 43, thus ventilating and cooling the machine interior, being drawn out at the outlet hole 42a of the front bracket 42, and being discharged by the fan 48. There is, however, a problem that the fan 48, insufficient in cooling capacity, can not sufficiently cocl the armature winding 41, the rectifier 46, the voltage regulator 47 and the field winding 39; the output current can not easily be increased on account of limited heat resistance; and the field winding 39 is insufficiently cooled, with the result that the output current decreases in excess. In the meantime, although there is such a concept as the adoption of a large fan for the purpose of improving the cooling capacity of the fan 48, there still exists a problem in respect of mountability and noise. Since the fan 48 has a limited cooling capacity as described above, there also exists a problem that it is difficult to increase the output current and a large decrease in output must be taken into consideration in designing the fan. In the meantime, as disclosed in U.S. Patent Specification No. 4,295,067, the rotating electric machine has a heat pipe projecting but of a housing, but has no sufficient cooling capacity. Furthermore, as disclosed in Laid-Open Japanese Patent No. Sho 59-83557, the rotating electric machine which has a coolant passageway formed along the outer periphery of a stator core and is cooled with cooling air from a cooling fan and a coolant flowing in the above-mentioned coolant passageway, has sufficient cooling capacity but is of complicated constitution and costly. From JP-A-59 149 820 and FR-A-2 516 340 are also known rotary electric machines driven by an engine which are cooled by a fluid circulating in said engine. However, such machines have no sufficient cooling capacity. DISCLOSURE OF THE INVENTION The present invention has been accomplished in an attempt to solve the above-mentioned problems, and has an object to restrain the temperature rise of the armature winding and field winding in order to improve the operating characteristics of the device without using expensive heat-resistant materials, by effectively cooling the armature core and field core. It is another object of the present invention to restrain the temperature rise of the revolving-field poles to prevent the lowering of the operating characteristics and the deformation and damage of the revolving-field poles. The rotating electric machine of the present invention is characterized by comprising a coolant passageway on the armature core side and a coolant passageway on the field core side formed therein for the circulation of a coolant in the coolant circulation system of said engine ; and heat pipes arranged on said field cores, a part of said heat pipes being inserted in the coolant passageway on the field core side. Accordingly, the armature core and the field core can be efficiently cooled by the coolant flowing in this coolant passageway. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a sectional view of a prior-art starting and charging device; Fig. 2 is a sectional view showing another example of the prior-art starting and charging device; Fig. 3 is a sectional view of a prior-art a.c. generator for motor vehicles; Fig. 4 is a sectional view showing a first embodiment of a rotating electric machine of the present invention in which an armature core and a field core are directly mounted to a cylinder block; Figs 5 and 6 are sectional views showing second and third embodiments of the present invention; BEST MODE OF THE INVENTION Embodiments of the rotating electric machine of the present invention will now be described with reference to the drawings. Fig. 4 is a sectional view showing the first embodiment of the engine starting and charging device as the rotating electric machine of this invention in which the armature core and the field core are directly mounted to the cylinder block. In Fig. 4, numeral 50 is a revolving shaft which is overdriven by the engine crankshaft, and numeral 51 is a rotor of an a.c. generator for motor vehicles which is fixedly mounted on this revolving shaft 50. The rotor 51 consists of a revolving-field pole 52 having a plurality of pole pawls 52a so disposed as to be heteropolar on the circumference through a non-magnetic support ring 49. Numeral 53 is a fixed field core disposed in the aforementioned revolving-field pole 52 through an air gap, and holds a field winding 54. Numeral 56 is a fixed armature core wound with an armature winding 55, and numeral 57 is a cylinder block, to which the armature core 55 and the field core are directly installed. Numeral 58 is a coolant circulation system of engine which is formed in the cylinder block 57 and communicates to a radiator which is not shown. Numerals 59 and 60 are coolant inlet ports provided in the cylinder block 57 so as to communicate to the coolant supply side of the above-mentioned coolant circulation system 58, and numeral 61 is an armature core cooling passageway provided in the cylinder block 57 so as to communicate with these inlet port 59, and formed in the vicinity of the armature core 55. Numeral 62 is a field core cooling passageway provided in the cylinder block 57 so as to communicate with the inlet port 60 and formed in the vicinity of the field core 54. These armature core cooling passageway 61 and field core cooling passageway 62 are so designed as to discharge the coolant from the discharge side (not illustrated) out to the return side of the engine coolant circulation system 58. Numeral 63 is a transmission drive shaft, which is connected to the rotor 51 through a clutch which is not illustrated. Numeral 64 is a mission case attached to the cylinder block 57. In the first embodiment of the present invention thus constituted, the coolant filled in the engine coolant circulation system 58 which is connected between the radiator and the cylinder block 57 is circulating between the radiator and the cylinder block 57. The coolant in the return side of the engine coolant circulation system 58 flowing into the inlet ports 59, 60 is led to the coolant passageway 61 on the armature core side and the coolant passageway 62 on the field core side from the inlet ports 59, 60. The coolant that has entered the coolant passageway 61 on the armature core side is discharged from the discharge side to the return side of the engine coolant circulation system 58 after taking away heat occurring at the armature winding 56 and passing to the armature core 55, thus restraining the temperature rise of the armature core 55 and the armature winding 56. Similarly, the coolant flows into the coolant passageway 62 on the field core side through the inlet port 60 from the supply side of the coolant circulation system 58 of engine, absorbing heat from the field winding 54 through the field core 53 to cool the field winding 54 and being discharged from the discharge side to the return side of the coolant circulation system 58 of engine. The armature core 55 and the field core 53 can be cooled as described above by forcedly circulating the coolant in the passageway 61 on the armature core side and the passageway 62 on the field core side, without using a separate cooling fan and a special line. Consequently, the temperature rise of the armature winding and the field winding can be restrained, thereby improving the operating characteristics of the rotating electric machine. These coolant passageway 61 on the armature core side and coolant passageway 62 on the field core side can be formed by extending a part of the existing coolant circulation system 58 of engine in the cylinder block 57, thereby insuring easy cooling of the armature core 55 and the field core 53. In addition, as compared with one in which the cylinder block 57 and the a.c. generator mounting bracket are separately constructed, no sealing member is needed and accordingly coolant leakage at a joint between the sealing member and a bracket or the cylinder block 57 can be prevented. As shown in Fig. 4, the present invention has the advantage that the field core 53 is provided with a heat pipe 65, a part of which is projecting into the inlet port 60, thus enabling more efficient cooling of the field core 53, sufficiently flowing the field current, and decreasing output drop. In the above description, the revolving shaft 50 disposed through inside the cylinder block 57 of engine was indicated by example, but a pulley 66 may be fixedly mounted on the right end of the revolving shaft 50 to drive the engine through this pulley as the second embodiment of the present invention shown in Fig. 5. In Fig. 5, numeral 67 is a support case, and numeral 68, a bearing. Fig. 5 is a sectional view showing the second embodiment of the present invention, wherein heat pipes 76 are buried at several places on the whole circumference in the vicinity of the armature core mounting section of the cylinder block 57, the forward end of the heat pipe 76 is inserted in the coolant circulation system 58, and also heat pipes 77 are arranged at several places on the whole circumference near the field winding 54 of the field core 53 so as not to interfere with the magnetic path of the field core, the forward end of the heat pipes 77 being inserted in the inlet port 60 and the coolant passageway 62 on the field core side. The above-mentioned heat pipes 76 and 77 are provided at their ends with a plurality of fins 78 and 79 for the purpose of improving heat dissipation effect. In the heat pipes 76 and 77 is filled such an evaporable working fluid as water, alcohol or ammonia, by the evaporation and condensation cycle of which heat exchange is accomplished, thereby effectively preventing the temperature rise of the armature core 55 and the field core 53. Next the operation, particularly cooling function, of this embodiment will be explained. The coolant filled in the coolant circulation system 58 of engine which is connected between the radiator and the cylinder block 57 is circulating between the radiator and the cylinder block 57, flowing from the supply side of the coolant circulation system 58 of engine to the coolant passageway 62 on the field core side through the inlet port 60, then returning to the return side of the coolant circulation system 58 of engine again. In this coolant circulation process, heat generated from the field winding 54 is absorbed by the coolant through the field core 53. At the same time, the heat of the field core 53 is led by the heat pipe 77 to the coolant passageway 62 on the field core side, being absorbed by the coolant, and simultaneously heat exchange and cooling are performed by the evaporation and condensation cycle of the heat pipe 77, thereby effectively preventing, with the coolant flowing in the coolant passageway 62 on the field core side, the temperature rise of the field core 53. Consequently it is possible to use a small-sized, high-output rotating electric machine and also to restrain output drop. In the meantime, heat occurring in the armature winding 56 passes to the heat pipe 76 through the armature core 55. The heat that has passed through this heat pipe 76 is absorbed by the coolant in the coolant circulation system 58 of engine, and, at the same time, heat exchange and cooling are done also by the evaporation and condensation cycle of the working fluid in the heat pipe 76. Fig. 6 is a sectional view showing the third embodiment of the present invention, which has the heat pipe 76 installed directly on the armature core 55 described in the second embodiment shown in Fig. 5 Other constitution, being the same as that shown in Fig. 5 in which the same numerals are used for the same parts, will not be explained. In this case, a suitable heat pipe 76 mounting position is the core end for example where the magnetic circuit of the armature core 55 will not be affected. The provision of the heat pipe 77 on the field core 53 side is not necessarily required because the amount of heat generated from the field winding is little as compared with that generated from the armature winding 56.

Claims: A rotating electric machine, having revolving-field poles (52) which are driven by an engine and excited by supplying the electric current to field windings (54) ; an armature core (55) mounted in an armature winding (56) ; field cores (53) mounted in said field windings (54) ; and a cylinder block (57) with said armature core (55) and field cores (53) directly mounted thereto, said rotating electric machine characterized by comprising a coolant passageway (61) on the armature core (55) side ; a coolant passageway (62) on the field core (53) side formed therein for the circulation of a coolant in the coolant circulation system (58) of said engine ; and heat pipes (65, 77) arranged on said field cores (53), a part of said heat pipes (65, 77) being inserted in the coolant passageway (62) on the field core (53) side. A rotating electric machine as claimed in claim 1, wherein further heat pipes (76) are provided whose one end is installed directly to, or in the vicinity of, said armature core (55) or said armature coil (56), and whose other end is inserted in the coolant circulation system (58) of said cylinder block (57). A rotating electric machine according to claim 2, wherein said further heat pipes (76) are installed directly on the armature core (55). A rotating electric machine as claimed in claim 1, 2 or 3, wherein fins (78, 79) are provided at the inserted portion of said heat pipes (65, 76, 77).

Inventors: ASO, HIROAKI, KITAMURA, YUTAKA
Applicants: MITSUBISHI DENKI KABUSHIKI KAISHA
Application year: 1988
Main classification: H02K1
IPC codes: H02K9, H02K19, F02N11, F01P3, F01P9