Electrical generating system for a motor vehicle

Abstract: In one embodiment of the present invention, an electrical generating system includes a flywheel (22) having an electrical generator rotor portion (28). The flywheel (22) is at least partially enclosed by a housing (26). One or more electrical generator stator portions (50) are mounted in opposition to the electrical generator rotor portion (28) such as by attaching the electrical generator stator portions (28) to extend through the housing (26). The electrical generator stator portions each have a direct-current output, the direct-current outputs capable of being coupled together in parallel. Where a variable number of electrical loads are available on a given model of motor vehicle, a variable number of electrical generator stator portions (50) may be provided.

Description: The present invention relates to electrical generating systems for motor vehicles. To generate electrical power in a motor vehicle, a conventional alternator is typically coupled by a drive belt to the crankshaft of the vehicle's engine. Such a traditional power generating scheme can have a number of limitations. First, the traditional location of the alternator on the vehicle's engine can cause the overall packaging "envelope" of the engine to increase in size. Where packaging in an engine compartment is tight, this can be a significant disadvantage. Second, a conventional alternator can be an expensive means for generating electricity in a motor vehicle. Provisions must be provided to drive the alternator's rotor, and the rotor itself can be viewed as a redundant rotating element when one considers that the crankshaft of the engine is already rotating. A conventional alternator can also be seen as an expensive means for generating electricity because a given alternator has a fixed power output capacity. By contrast, a given motor vehicle model can have a wide array of optional features which presents a variable requirement for electrical generating capacity. Using a single alternator with sufficient generating capacity for highly-contented vehicles can represent a waste of generating capacity when used on a lesser-contented vehicle of the same model. The specification of US-A-4 550 280 describes an internal combustion engine for a motor vehicle having an electrical generator having a flywheel rotor and a stator including a plurality of independent sector stators distributed over the circumference of the rotor. Pairs of toothed sector stator elements are arranged at an axial distance one behind the other. The rotor has two rows of teeth mutually offset "tooth on gap" on the circumference of the clutch flywheel. EP-A-0340029 describes an electric motor that is modular and expandable. A cylindrical, non-magnetic casing is formed in axially aligned sections connected to define a unitary structure with a polygonal exterior surface and a circular interior surface. Separate U-shaped stator pole assemblies are releasably mounted against the exterior of the casing, each casing section carrying the poles associated with a different motor phase. The poles extend through apertures into the interior of the casing and co-operate with a modular rotor. EP-A-0340913 describes a motor vehicle that has two alternating current generators for supplying the electrical loads of the vehicle. Both generators are connected to rectifiers supplying direct current to the loads. The output voltage of one of the generators is controlled by a voltage regulator. The field current of the other generator is controlled such that its output current is slaved to and follows the output current of the generator that is controlled by the voltage generator. The present invention provides a generating system to supply electrical loads for a motor vehicle having an engine with a crankshaft, said system comprising a rotating member coaxially coupled to said crankshaft for rotation therewith, said rotating member including an electrical generator rotor portion, a housing at least partially enclosing said rotating member and at least one electrical generator module including a stator portion disposed in opposition to said electrical generator rotor portion, characterised in that said housing has a plurality of openings, the or each electrical generator module is coupled to said housing and extends through one of the openings in said housing, the plurality of openings allows the installation of a variable number of generator modules in the vehicle, and the vehicle has a wire harness for combining the outputs of a variable number of generator modules. The present invention also provides a method for manufacturing such a generating system comprising, selecting a plurality of generator modules to be sufficient to supply electrical power to the electrical loads, installing the generator modules by coupling to the housing such that the electrical generator stator portions extend through the openings in the housing into electromagnetic communication with the rotor portion, combining the outputs of the generator modules in the wire harness, and covering any of the openings in the housing from which generator modules are omitted. Electrical generating systems according to the present invention can provide advantages of space-efficiency and cost-effectiveness over alternative systems. The invention will now be described, by way of example, with reference to the accompanying drawings, in which: Figure 1 illustrates an electrical generating system according to one embodiment of the present invention; Figure 2 illustrates a front view of flywheel 22 of Figure 1; Figure 3 illustrates a cross-sectional side view of flywheel 22; Figure 4 is a cross-sectional view of a generator module 20 and rotor 28 of Figure 1; Figure 5 is an electrical schematic of a generator module 20; Figure 6 is an electrical schematic showing an interconnection of three generator modules 20, according to one embodiment of the present invention; Figure 7 is a cross-sectional view of an alternative design for a generator module 20A; and Figure 8 is a cross-sectional view of another alternative design for a generator module 20B. Referring to Figure 1, a generating system according to one embodiment of the present invention will be described. The system includes generator modules 20 and flywheel 22. Generator modules 20 are bolted by bolts 24 to bell housing 26. Bell housing 26 encloses flywheel 22, which is bolted in a conventional manner to the crankshaft of a motor vehicle engine (not shown). A portion of the periphery of flywheel 22 forms a rotor 28 having teeth 29. An electrical connector 30 is provided in the housing of each generator module 20. Sufficient sealing means, such as gaskets, are provided to prevent leakage of water and dirt past generator modules 20 into the interior of bell housing 26. Referring additionally to Figures 2 and 3, flywheel 22 will be described in more detail. Flywheel 22 includes a conventional flywheel portion 32, having holes 34 through which flywheel 22 bolts to an engine crankshaft (not shown). Welded or otherwise suitably fastened to conventional flywheel portion 32 is a steel collar 36. Tack-welded or otherwise suitably fastened to collar 36 is rotor 28. Rotor 28 is preferably made of laminations of ferromagnetic material such as iron. Rotor 28 is preferably constructed of material which is not permanently magnetised. Rotor 28 includes teeth 29. Also welded or otherwise suitably fastened to collar 36 is ring gear 42. Ring gear 42 is provided to perform the conventional function of a flywheel ring gear (i.e., interface with a cranking motor for the purpose of cranking the engine). It should be noted that the inertia of flywheel 22 is not necessarily changed by the addition of rotor 28, so long as a compensating amount of mass is removed from conventional flywheel portion 32. Refer now to Figures 4 and 5. Generator modules 20 each include a stator portion 50. Stator portion 50 is preferably laminated and is made of ferromagnetic material such as iron. Stator portion 50 comprises three poles 56, 58 and 60. Each pole contains a number of teeth 62 disposed opposite teeth 29 of rotor 28. Wound around each tooth 62 of stator portion 50 is a portion of a power winding 64. Preferably, power winding 64 is a three-phase winding, with the phases alternating among teeth 62. The three phases terminate via wires 65, 66 and 68 in rectifier assembly 70. Rectifier assembly 70 is provided according to any configuration known in the art. For example, rectifier assembly 70 can be a six-diode full-wave rectifier. The direct-current (DC) output of rectifier assembly 70 is provided via wires 72 and 74 to two cavities of connector 30. The voltage on wire 72 has a positive polarity relative to the voltage on wire 74. Generator modules 20 each further include a field coil 52. Field coil 52 couples at its "high" side to positive output wire 72. At its "low" side, field coil 52 terminates in the drain of a field effect transistor (FET) 75. The source of FET 75 is coupled to output wire 74. A wire 77 coupled to the gate of FET 75 is provided to one terminal of connector 30. Field current for field coil 52 is thus provided from power generated by generator module 20 and can be controlled via a low-current signal provided to wire 77. When DC field current is provided via field coil 52, poles 56, 58 and 60 become magnetised. Pole 56 is magnetised with one magnetic polarity, and poles 58 and 60 become magnetised with the opposite polarity. Rotation of rotor 28 then causes the magnetic flux through teeth 62 of stator portion of 50 to vary as teeth 29 of rotor 28 pass. This varying flux generates three-phase electrical power in power winding 64. The configuration of stator portion 50 into a centre pole 56 and two "half poles" 58 and 60 provides a distinct advantage over possible alternative configurations. For example, if merely two poles were provided, all flux generated by field coil 52 would pass in a single path. This would tend to saturate the iron of rotor 28 unless a considerable thickness of iron were provided. However, in the present design, the flux generated by field coil 52 is split, a portion 76 returning via pole 58 and a portion 78 returning via pole 60. The tendency to saturate the iron of rotor 28 is reduced, allowing rotor 28 to be made very thin. This reduces the size of rotor 28, providing an advantage in packaging the generating system of the present design. Refer now to Figures 1 and 6. In the present design, multiple generator modules 20 can be provided. Three such generator modules 20 are shown in Figures 1 and 6. The DC power outputs of these generator modules 20 can be combined together (such as by connecting in parallel or wire-ORing) to provide power for charging battery 80 and operating other electrical loads 82 of the vehicle. The provisions for combining the DC outputs of generator modules 20 are provided, for example, in the wire harness of the vehicle. Further, a voltage regulator 84 is provided. Voltage regulator 84 is preferably coupled via circuit 85 to control field current to all field coils 52 of generator modules 20. Any voltage regulator design known to the art can be employed as voltage regulator 84. A sense line 86 can provide battery voltage feedback to regulator 84, which then controls field current to generator modules 20 in order to effect a predetermined target voltage at battery 80. The inclusion of FETs 75 for control of field currents in generator modules 20 is of particular advantage in situations, such as here, where voltage regulator 84 simultaneously controls the field currents in generator modules 20 via a single circuit 85. Such a single circuit 85, having a fairly long routing and a number of connections, may be susceptible to inadvertent short-circuiting. The short-circuiting can occur, for example to ground, if the wire of circuit 85 rubs against a metal component in the vehicle, chafing through the insulation on the wire. With voltage regulator 84 providing only a signal-level signal to control the field currents via FETs 75, as opposed to directly providing the field current itself, a short circuit on circuit 85 will not have permanently-damaging consequences to circuit 85 or to voltage regulator 84. In the event that a significant number of electrical loads 82 are "optional" equipment on the vehicle, a variable number of generator modules 20 can be provided. That is, the number of generator modules 20 installed on a particular vehicle would depend on the amount of "optional" equipment on that particular vehicle. Therefore, two vehicles of the same model assembled at the same assembly plant can have a different number of generator modules installed. This capability allows the assembly of vehicles to be optimised, avoiding the installation of unnecessary electrical generating capability on the vehicles. If a vehicle is designed to accommodate a variable number of generator modules 20, covers with appropriate sealing means can be bolted over any openings in bell housing 26 from which generator modules 20 are omitted. Referring now to Figure 7, an alternative configuration for a generator module 20A is illustrated. Here, portions of field coil 52 are wound around each of poles 56, 58 and 60. The result is that the overall size of generator module 20A may be reduced, since large "end turns" associated with a single winding around pole 56 will be eliminated. Another feature illustrated in Figure 7 is the provision of two permanent magnets 90 and 92. Permanent magnet 90 is provided between pole 56 and pole 58. Permanent magnet 92 is provided between pole 56 and pole 60. Permanent magnets 90 and 92 are oriented to counteract leakage flux which may tend to directly link pole 56 and poles 58 and 60, respectively. Such leakage flux does not link rotor 28 and therefore does no productive work. The leakage flux merely acts to saturate poles 56, 58 and 60. Counteracting that leakage flux can improve the efficiency of generator module 20A. Permanent magnets 90 and 92 can be adhesively fastened within generator module 20A, such as with the same epoxy or varnish which can be used to secure field coil 52 and power winding 64. Referring now to Figure 8, another alternative configuration for a generator module 20B is illustrated. Here, poles 58 and 60 are moved away from pole 56. This configuration reduces leakage flux between pole 56 and poles 58 and 60, improving the efficiency of generator module 20B.

Claims: A generating system to supply electrical loads for a motor vehicle having an engine with a crankshaft, said system comprising: a rotating member (22) co-axially coupled to said crankshaft for rotation therewith, said rotating member (22) including an electrical generator rotor portion (28) ; a housing (26) at least partially enclosing said rotating member (22); and at least one electrical generator module (20) including a stator portion (50) disposed in opposition to said electrical generator rotor portion (28); characterised in that; said housing (26) has a plurality of openings, the or each electrical generator module (20) is coupled to said housing and extends through one of the openings in said housing, the plurality of openings allows the installation of a variable number of generator modules (20) in the vehicle, and the vehicle has a wire harness for combining the outputs of a variable number of generator modules. A generating system as claimed in Claim 1, wherein: said system comprises a plurality of generator modules (20), each generator module comprising a rectifier assembly (70) and a direct-current output; and at least some of said direct-current outputs are electrically coupled together in parallel. A generating system as claimed in Claim 1 or 2, wherein: said electric rotor portion (28) comprises teeth (29) disposed about a periphery of said rotor portion (28); the teeth (29) of said electrical generator rotor portion are not permanently magnetised; the stator portion (50) of the or each generator module (20) comprises stator poles (56, 58, 60) having a plurality of teeth (62) in opposition to at least some of said teeth (29) of said electrical generator rotor portion; and at least some of the stator pole teeth (62) are wound with a portion of an electrical-generating winding (64). A generating system as claimed in Claim 3, wherein the stator pole teeth (62) of the or each stator portion (50) are distributed between three poles (56,58,60) of which a first has at least a portion of a field winding (52) and the other two are in electromagnetic communication with the first. A generating system as claimed in Claim 4, further comprising exactly one voltage regulator (84) and wherein electrical current through said field winding (52) of the or each stator portion (50) is controlled by said voltage regulator (84). A method for manufacturing a generating system according to any one of the preceding claims, the method comprising: selecting a plurality of generator modules (20) to be sufficient to supply electrical power to said electrical loads; installing the generator modules (20) by coupling to said housing (26) such that the electrical generator stator portions (50) extend through the openings in the housing (26) into electromagnetic communication with said rotor portion (28); combining the outputs of the generator modules (20) in the wire harness; and covering any of the openings in the housing (26) from which generator modules (20) are omitted.

Inventors: BUSH THOMAS ALEXANDER, DEOL SATVIR SINCH, DIEHL ROY EDWARD, MILLER JOHN MICHAEL, BUSH, THOMAS ALEXANDER, DEOL, SATVIR SINCH, DIEHL, ROY EDWARD, MILLER, JOHN MICHAEL
Applicants: FORD MOTOR CO, FORD MOTOR COMPANY
Application year: 1996
Main classification: H02K16
IPC codes: H02K1, H02K19, H02K7, H02P9, H02K16, H02K11, F02B63