JP2004274876A - Generator motor device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a generator motor device which is equipped with a controller high in cooling efficiency. <P>SOLUTION: An electrode plate 81 is arranged into a substantially U shape at the inmost perimeter at the end face of an alternator 50. Electrode plates 82A, 83B, 82C, and 83 are arranged into substantially U shapes outside the electrode plate 81. MOS transistors Tr1, Tr3, and Tr5 are arranged on the electrode plate 81 so that gates turn toward the side of a rotating shaft 50A and that sources turn toward the side of the electrode plates 82A, 82B and 82C. MOS transistors Tr2, Tr4, and Tr6 are arranged on the electrode plates 82A, 82B, and 82C so that the gates point toward the side of the rotating shaft 50A and that the sources point toward the side of the electrode plates 82A, 82B and 82C. Wiring 86A, 86B, 86C, 86D, 86E, and 86F are arranged between the rotating shaft 50A and the electrode plate 81. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a generator motor provided with a control device on an end face, and more particularly to a generator motor having high cooling efficiency of the control device.
[0002]
[Prior art]
Japanese Patent Laid-Open Publication No. 2-266855 discloses a starting generator having both a function of a three-phase motor for starting an engine mounted on a vehicle and a function of a three-phase AC generator for charging a battery.
[0003]
Referring to FIG. 9, a starting generator 300 disclosed in Japanese Patent Application Laid-Open No. 2-266855 includes a motor unit 301 and a driving unit 302. Motor unit 301 includes a stator and a rotor. The drive unit 302 is provided on an end surface 301A of the motor unit 301. The driving section 302 includes a cylindrical member 302A and a power module 302B. The power module 302B is formed on the surface of the cylindrical member 302A. That is, the power module 302B is arranged in a direction perpendicular to the radial direction 303 of the cylindrical member 302A and in the longitudinal direction 304 of the rotating shaft 301B of the motor unit 301.
[0004]
Then, the power module 302B drives the motor unit 301 so that the rotor outputs a predetermined torque by passing a current through the coil included in the motor unit 301, and the rotor of the motor unit 301 is rotated by the rotational force of the engine. By doing so, the AC voltage induced in the three stators is converted into a DC voltage to charge the battery.
[0005]
As described above, the power module 302B is provided on the end face 301A of the motor unit 301, and drives the motor unit 301 as an electric motor or a generator.
[0006]
[Patent Document 1]
JP-A-2-266855
[0007]
[Patent Document 2]
JP 2001-251898 A
[0008]
[Patent Document 3]
JP-A-7-184361
[0009]
[Problems to be solved by the invention]
However, Japanese Patent Application Laid-Open No. Hei 2-266855 does not clearly disclose the arrangement positions of the electrodes included in the power module. Therefore, it is difficult to increase the cooling efficiency of the power module in the conventional starting generator. is there.
[0010]
Further, Japanese Patent Application Laid-Open No. 2-266855 does not clearly disclose the arrangement position of the wiring to the power module, so that it is difficult to shorten and simplify the wiring in the conventional starting generator. There is a problem.
[0011]
Then, this invention is made in order to solve such a problem, and the objective is to provide the generator motor provided with the control apparatus with high cooling efficiency.
[0012]
Another object of the present invention is to provide a generator motor that has a simplified control device with reduced wiring.
[0013]
Means for Solving the Problems and Effects of the Invention
According to the present invention, a generator motor includes a motor, a first electrode plate, a second electrode plate, a third electrode plate, and a multi-phase switching element group. The motor includes a rotor and a stator, and functions as a generator and a motor. The first, second and third electrode plates are arranged on the end face of the motor in a substantially U-shape so as to surround the rotation axis of the motor. The polyphase switching element group controls a current supplied to a stator of the motor. The multi-phase switching element group includes a plurality of arms. The plurality of arms are provided corresponding to the number of phases of the motor, and each includes a first and a second switching element. The first electrode plate is disposed at a position separated from the rotation axis of the motor by a predetermined distance in a direction perpendicular to the rotation axis. The second and third electrode plates are disposed outside the first electrode plate. The first and second switching elements are electrically connected in series between the first electrode plate and the third electrode plate. The plurality of first switching elements are arranged on the first electrode plate. The plurality of second switching elements are arranged on the second electrode plate.
[0014]
Preferably, the generator motor element further includes a control circuit. The control circuit controls the plurality of first and second switching elements. The control circuit is provided on the ceramic substrate disposed in the substantially U-shaped cutout in the same direction as the in-plane directions of the first, second, and third electrode plates.
[0015]
Preferably, the generator motor further includes a plurality of first wirings and a plurality of second wirings. The plurality of first wirings connect the control circuit to the plurality of first switching elements. The plurality of second wirings connect the control circuit to the plurality of second switching elements. The plurality of first wirings are arranged between the rotation axis of the motor and the first electrode plate so as to surround the rotation axis. The plurality of second wires are arranged between the rotation axis of the motor and the first electrode plate and between the first electrode plate and the motor.
[0016]
Preferably, the first and second electrode plates are arranged in a first plane. The third electrode plate is arranged in a second plane different from the first plane.
[0017]
Preferably, the second plane is closer to the motor than the first plane.
Preferably, the plurality of arms are radially arranged in an in-plane direction of the first, second, and third electrode plates.
[0018]
Preferably, each of the plurality of first and second switching elements has a control terminal, an input terminal, and an output terminal. The control terminal receives a control signal from the plurality of first wirings or the plurality of second wirings. The input terminal receives a DC current. The output terminal outputs a DC current according to the content of control by the control signal. The input terminal of the first switching element is in contact with the first electrode plate. The control terminal of the first switching element is arranged on the rotating shaft side and is connected to the first wiring. The output terminal of the first switching element is arranged on the side of the second electrode plate and is connected to the second electrode plate. The input terminal of the second switching element contacts the second electrode plate. The control terminal of the second switching element is arranged on the rotating shaft side and is connected to the second wiring. The output terminal of the second switching element is arranged on the third electrode plate side and is connected to the third electrode plate.
[0019]
In the generator motor according to the present invention, the first switching element constituting each arm is disposed on the first electrode plate disposed on the innermost periphery of the end face of the motor, and the second switching element is disposed on the first electrode plate. It is arranged on a second electrode plate arranged outside the one electrode plate.
[0020]
Therefore, according to the present invention, the first and second switching elements can be efficiently cooled by the airflow taken into the motor.
[0021]
Further, in the generator motor according to the present invention, the control circuit for controlling the first and second switching elements is in the same plane as the first, second and third electrode plates, and includes the first and second switching elements. And it is arrange | positioned at the notch part of a 3rd electrode plate. The wiring connecting the control circuit to the first switching element is disposed between the rotation axis of the motor and the first electrode plate, and the wiring connecting the control circuit to the second switching element is connected to the rotation axis of the motor. It is arranged between the first electrode plate and between the first electrode plate and the motor.
[0022]
Therefore, according to the present invention, the wiring can be shortened and simplified.
[0023]
BEST MODE FOR CARRYING OUT THE INVENTION
Embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding portions have the same reference characters allotted, and description thereof will not be repeated.
[0024]
Referring to FIG. 1, a generator motor 100 according to the present invention includes a Zener diode 21, DT1 to DT3, MOS transistors Tr1 to Tr6, a power supply 26, a MOS driver 27, an alternator 50, a custom IC 70, an electrode Boards 81, 82A to 82C and 83, a substrate 84, terminals 84A to 84D, and wirings 85A to 85D and 86A to 86D are provided.
[0025]
The electrode plates 81, 82A to 82C, 83 and the substrate 84 are formed on the end face of the alternator 50. The electrode plate 81 has a substantially U shape, and is provided around the rotation shaft 50 </ b> A of the alternator 50. The electrode plates 82A to 82C are provided in a substantially U shape outside the electrode plate 81 so as to surround the electrode plate 81. The electrode plates 82A to 82C are arranged at a predetermined interval. The electrode plate 83 is disposed at a position substantially equal to the distance from the rotation axis 50A to the electrode plates 82A to 82C. Then, a part of the electrode plate 83 is arranged below the electrode plates 82A to 82C. The substrate 84 is disposed in the substantially U-shaped cutout of the electrode plate 81 in the same direction as the in-plane direction of the electrode plates 81, 82A to 82C, 83.
[0026]
MOS transistors Tr1, Tr3, Tr5 are arranged on electrode plate 81, MOS transistor Tr2 and zener diode DT1 are arranged on electrode plate 82A, and MOS transistor Tr4 and zener diode DT2 are arranged on electrode plate 82B. , MOS transistor Tr6 and Zener diode DT3 are arranged on electrode plate 82C.
[0027]
The MOS transistor Tr1 has a drain connected to the electrode plate 81 and a source connected to the electrode plate 82A. The MOS transistor Tr2 has a drain connected to the electrode plate 82A and a source connected to the electrode plate 83. Zener diode DT1 has one terminal connected to electrode plate 82A and the other terminal connected to electrode plate 83. The electrode plate 82A is connected to one end 51A of the U-phase coil of the alternator 50.
[0028]
The MOS transistor Tr3 has a drain connected to the electrode plate 81 and a source connected to the electrode plate 82B. The MOS transistor Tr4 has a drain connected to the electrode plate 82B and a source connected to the electrode plate 83. Zener diode DT2 has one terminal connected to electrode plate 82B and the other terminal connected to electrode plate 83. The electrode plate 82B is connected to one end 52A of the V-phase coil of the alternator 50.
[0029]
The MOS transistor Tr5 has a drain connected to the electrode plate 81 and a source connected to the electrode plate 82C. The MOS transistor Tr6 has a drain connected to the electrode plate 82C and a source connected to the electrode plate 83. Zener diode DT3 has one terminal connected to electrode plate 82C and the other terminal connected to electrode plate 83. The electrode plate 82C is connected to one end 53A of the W-phase coil of the alternator 50.
[0030]
Therefore, MOS transistors Tr1 and Tr2 are connected in series between electrode plate 81 and electrode plate 83 via electrode plate 82A. The MOS transistors Tr3 and Tr4 are connected in series between the electrode plate 81 and the electrode plate 83 via the electrode plate 82B. Further, the MOS transistors Tr5 and Tr6 are connected in series between the electrode plate 81 and the electrode plate 83 via the electrode plate 82C. The electrode plates 82A to 82C are connected to the U-phase coil, the V-phase coil, and the W-phase coil of the alternator 50, respectively.
[0031]
The MOS transistors Tr1 and Tr2 form a U-phase arm, the MOS transistors Tr3 and Tr4 form a V-phase arm, and the MOS transistors Tr5 and Tr6 form a W-phase arm. The U-phase arm, the V-phase arm, and the W-phase arm are radially arranged from the rotation axis 50A toward the outer periphery in a plane perpendicular to the rotation axis 50A.
[0032]
The substrate 84 is made of a ceramic substrate. Then, the power supply 26, the custom IC 70, the MOS driver 27, and the terminals 84A to 84D are arranged on the substrate 84. Then, the power supply 26, the custom IC 70, and the MOS driver 27 are resin-molded on the substrate 84.
[0033]
Terminal 84A receives signal M / G and outputs the received signal M / G to custom IC 70 via wiring 85A. Terminal 84B receives signal RLO and outputs the received signal RLO to custom IC 70 via wiring 85B. Terminal 84C receives signal CHGL, and outputs received signal CHGL to custom IC 70 via wiring 85C. Terminal 84D receives a DC voltage output from a battery (not shown), and supplies the received DC voltage to power supply 26 via wiring 85D.
[0034]
The wirings 86A to 86F are arranged along the circumference surrounding the rotation axis 50A in the space between the rotation axis 50A and the electrode plate 81 when wiring is performed from the substrate 84 to the electrode plates 81, 82A to 82C. Then, the wiring 86B is bent at the point C, and is routed to the electrode plate 82A through the lower side of the electrode plate 81 (between the electrode plate 81 and the alternator 50). Further, the wiring 86D is bent at the point D, and is routed to the electrode plate 82B under the electrode plate 81 (between the electrode plate 81 and the alternator 50). Further, the wiring 86F is bent at the point E, and is routed under the electrode plate 81 (between the electrode plate 81 and the alternator 50) to the electrode plate 82C.
[0035]
Note that the wirings 86A, 86C, 86E constitute "a plurality of first wirings". Also. The wirings 86B, 86D, 86F constitute "a plurality of second wirings".
[0036]
The MOS driver 27 outputs a control signal to the gates of the MOS transistors Tr1 to Tr6 via the wirings 86A to 86F, respectively.
[0037]
The Zener diode 21 is arranged in a space between the substrate 84 and the electrode plates 81 and 83, and is connected between the electrode plate 81 and the electrode plate 83. The capacitor 22 is disposed in a space between the substrate 84 and the electrode plates 81, 82C, 83, and is connected between the electrode plate 81 and the electrode plate 83.
[0038]
The electrode plate 81 functions as a positive bus described later, and one end thereof is connected to the terminal 87. Then, electrode plate 81 receives a DC voltage output from a battery (not shown) via terminal 87. Further, electrode plate 83 functions as a negative bus described later and is connected to a ground node.
[0039]
FIG. 2 shows a plan view of the MOS transistor Tr1 and a cross-sectional view of the MOS transistor Tr1 and the electrode plates 81 and 82A. Referring to FIG. 2, MOS transistor Tr1 includes a gate G, a source S, and a drain D. Gate G is connected to wiring 86A. Further, the source S is disposed beside the gate G and is connected to the electrode plate 82A by the wiring GL. Therefore, in the MOS transistor Tr1, the gate G is directed toward the rotation shaft 50A, and the source S is connected to the electrode 86A so that the gate G is easily connected to the wiring 86A and the source S is easily connected to the electrode plate 82A by the wiring GL. It is arranged facing the plate 82A side. The drain D is connected to the electrode plate 81.
[0040]
Each of the MOS transistors Tr2 to Tr6 has a gate G, a source S, and a drain D as in the case of the MOS transistor Tr1, and is arranged in the same manner as the MOS transistor Tr1.
[0041]
In a large power device such as the MOS transistors Tr1 to Tr6, as described above, the gate G is often provided at the center of one side where the device is located. This is to make the signal input line from outside the element as short as possible and to make the pad for the output terminal as large as possible.
[0042]
Therefore, when the drains D of the MOS transistors Tr1 to Tr6 are provided on the back surface of the element, the wiring GL from the source S is mounted so as to be taken out on the side opposite to the side where the gate G exists.
[0043]
Then, when the MOS transistors Tr1 to Tr6 are arranged on the electrode plates 81, 82A, 82B, 82C, the gate G must be connected to the rotating shaft 50A to shorten the wirings 86A, 86B, 86C, 86D, 86E, 86F, and GL. And the MOS transistors Tr1 to Tr6 need to be arranged such that the source S faces the outer peripheral side.
[0044]
The MOS transistors Tr1, Tr3, Tr5 form the upper arm of the inverter that controls the current flowing through each phase coil of the alternator 50, and the MOS transistors Tr2, Tr4, Tr6 control the current flowing through each phase coil of the alternator 50. Since the lower arm of the inverter to be controlled is formed, the electrode plate 81 is disposed on the innermost periphery and the electrode plates 82A, 82B, 82C, 83 are disposed outside the electrode plate 81 in consideration of the arrangement direction of the MOS transistors Tr1 to Tr6. The reason for this is that the cooling efficiency of the MOS transistors Tr1 to Tr6 is increased (the MOS transistors Tr1 to Tr6 are arranged on the inner peripheral side of the end face of the alternator 50 due to the air flow sucked into the alternator 50 from the outside). ~ Tr6 can be cooled.) Or wirings 86A, 86B, 6C, the best 86D, 86E, 86F, from the viewpoint of shortening the GL.
[0045]
Regarding the arrangement of the electrode plate 83, the electrode plate 83 constitutes a negative bus, and can be connected to the cover or frame of the alternator 50 and grounded. Is efficient.
[0046]
Therefore, the electrode plate 81 is arranged at the innermost periphery, and the electrode plates 82A, 82B, 82C, 83 are arranged outside the electrode plate 81.
[0047]
FIG. 3 is a cross-sectional structural view of the alternator 50 as viewed from a cross section taken along the line AA shown in FIG. Referring to FIG. 3, rotor 55 is fixed to rotating shaft 50 </ b> A, and rotor coil 54 is wound around rotor 55. The stators 56 and 57 are fixed outside the rotor 55, the U-phase coil 51 is wound around the stator 56, and the V-phase coil 52 is wound around the stator 57. In FIG. 3, the stator around which the W-phase coil is wound is omitted.
[0048]
A pulley 160 is connected to one end of the rotating shaft 50A. The pulley 160 transmits the torque generated by the alternator 50 to a crankshaft or accessories of the engine via a belt, and also receives a torque from the crankshaft of the engine. Is transmitted to the rotating shaft 50A.
[0049]
Electrode plates 81 and 83 are arranged on the other end side opposite to one end of the rotating shaft 50A to which the pulley 160 is connected so as to surround the rotating shaft 50A. The brush 58 is arranged so as to be in contact with the rotation shaft 50A. The substrate 84 is placed above the rotation shaft 50A, and the capacitor 22 is arranged before the substrate 84.
[0050]
MOS transistor 40 is provided on the opposite side of capacitor 22 with electrode plate 81 interposed therebetween. The MOS transistor 40 has a drain connected to the electrode plate 81 and a source connected to the rotor coil 54. When the alternator 50 generates power, the amount of power generation is determined by the rotor current flowing through the rotor coil 54. Therefore, the MOS transistor 40 causes the rotor coil 54 to supply a rotor current necessary for the alternator 50 to generate the command power generation amount.
[0051]
As described above, the MOS transistor 40 that controls the rotor current that determines the amount of power generated by the alternator 50 is disposed on the back side of the substrate 84 when viewed from the B direction.
[0052]
FIG. 4 is a cross-sectional view showing the arrangement of the electrode plates 81, 82B, 82C, 83 and the like as viewed from the cross section along the line AA shown in FIG. Referring to FIG. 4, wirings 86C, 86E, 86F are arranged on the left side of rotation shaft 50A, and electrode plates 81, 82C, 83 are sequentially arranged on the outer peripheral side of wirings 86C, 86E, 86F. The wirings 86C, 86E, 86F and the electrode plates 81, 82C are arranged on the same plane. The electrode plate 83 is arranged below the wirings 86C, 86E, 86F and the electrode plates 81, 82C, and a part of the electrode plate 83 overlaps with the electrode plate 82C.
[0053]
The wiring 86D and the electrode plates 81, 82B, 83 are sequentially arranged on the right side of the rotation shaft 50A. Part of the wiring 86D and the electrode plates 81 and 82B are arranged on the same plane. The electrode plate 83 is arranged below a part of the wiring 86D and the electrode plates 81 and 82B, and a part of the electrode plate 83 overlaps the electrode plate 82B. MOS transistor Tr4 is arranged on electrode plate 82B. The wiring 86D is disposed between the rotating shaft 50A and the electrode plate 81 so as to surround the rotating shaft 50A up to the point D (see FIG. 1), and after being bent at the point D, passes through the lower side of the electrode plate 81. Connected to the gate of the MOS transistor Tr4.
[0054]
As described above, the electrode plate 83 is arranged below the plane on which the electrode plates 81, 82B, 82C are arranged, that is, on the side closer to the alternator.
[0055]
FIG. 5 shows a circuit block diagram of the generator motor 100 and the battery 10. The control circuit 20 includes a zener diode 21 disposed between the substrate 84 and the electrode plates 81 and 83; a capacitor 22 disposed between the substrate 84 and the electrode plates 81, 82C and 83; , MOS transistors Tr2, Tr4, Tr6 disposed on the electrode plates 82A to 82C, a power supply 26, a MOS driver 27, a custom IC 70 disposed on a substrate 84, respectively. MOS transistor 40 and diode 41 are included.
[0056]
MOS transistors Tr1 and Tr2 configure a U-phase arm 23, MOS transistors Tr3 and Tr4 configure a V-phase arm 24, and MOS transistors Tr5 and Tr6 configure a W-phase arm 25.
[0057]
The custom IC 70 includes the synchronous rectifier 28 and the control units 29 and 30. The rotation angle sensor 60 is built in the alternator 50.
[0058]
The alternator 50 includes a U-phase coil 51, a V-phase coil 52, a W-phase coil 53, and a rotor coil 54. Then, one end 51A of U-phase coil 51 is connected to node N1 between MOS transistor Tr1 and MOS transistor Tr2. One end 52A of V-phase coil 52 is connected to node N2 between MOS transistor Tr3 and MOS transistor Tr4. One end 53A of W-phase coil 53 is connected to node N3 between MOS transistor Tr5 and MOS transistor Tr6.
[0059]
Fuse FU1 is connected between the positive electrode of battery 10 and control circuit 20. That is, the fuse FU1 is disposed closer to the battery 10 than the Zener diode 21. By arranging the fuse FU1 closer to the battery 10 than the Zener diode 21, detection of overcurrent is not required, and the control circuit 20 can be downsized. The fuse FU2 is connected between the positive electrode of the battery 10 and the power supply 26.
[0060]
Zener diode 21 and capacitor 22 are connected in parallel between positive bus L1 and negative bus L2.
[0061]
U-phase arm 23, V-phase arm 24 and W-phase arm 25 are connected in parallel between positive bus L1 and negative bus L2. Zener diode DT1 is connected in parallel with MOS transistor Tr2 between node N1 and negative bus L2. Zener diode DT2 is connected in parallel with MOS transistor Tr4 between node N2 and negative bus L2. Zener diode DT3 is connected in parallel with MOS transistor Tr6 between node N3 and negative bus L2.
[0062]
MOS transistor 40 is connected between the positive electrode of battery 10 and node N4. Diode 41 is connected between node N4 and ground node GND.
[0063]
The diodes connected in parallel to the MOS transistors Tr1 to Tr6, 40 are parasitic diodes formed between the MOS transistors Tr1 to Tr6, 40 and the semiconductor substrate.
[0064]
Battery 10 outputs a DC voltage of 12 V, for example. Zener diode 21 absorbs a surge voltage generated between positive bus L1 and negative bus L2. That is, when a surge voltage of a predetermined voltage level or higher is applied between the positive bus L1 and the negative bus L2, the Zener diode 21 absorbs the surge voltage and is applied to the capacitor 22 and the MOS transistors Tr1 to Tr6. DC voltage to a predetermined voltage level or lower. Therefore, the capacity of the capacitor 22 and the sizes of the MOS transistors Tr1 to Tr6 do not need to be increased in consideration of the surge voltage. As a result, the size of the capacitor 22 and the MOS transistors Tr1 to Tr6 can be reduced.
[0065]
Capacitor 22 smoothes the input DC voltage and supplies the smoothed DC voltage to U-phase arm 23, V-phase arm 24 and W-phase arm 25. The MOS transistors Tr1 to Tr6 receive control signals from the MOS driver 27 at their gates, and are turned on / off by the received control signals. The MOS transistors Tr1 to Tr6 drive the alternator 50 by switching the DC current flowing through the U-phase coil 51, the V-phase coil 52, and the W-phase coil 53 of the alternator 50 by the DC voltage supplied from the capacitor 22. The MOS transistors Tr1 to Tr6 convert the AC voltage generated by the U-phase coil 51, the V-phase coil 52, and the W-phase coil 53 of the alternator 50 into a DC voltage according to a control signal from the MOS driver 27, and charge the battery 10. I do.
[0066]
Zener diodes DT1 to DT3 prevent the overvoltage from being applied to MOS transistors Tr2, Tr4, Tr6 when U-phase coil 51, V-phase coil 52 and W-phase coil 53 of alternator 50 generate electric power, respectively. That is, the Zener diodes DT1 to DT3 protect the lower arms of the U-phase arm 23, the V-phase arm 24 and the W-phase arm 25 when the alternator 50 is in the power generation mode.
[0067]
Power supply 26 receives a DC voltage output from battery 10 via fuse FU2, and supplies the received DC voltage to MOS driver 27 as two DC voltages having different voltage levels. More specifically, power supply 26 generates a DC voltage of 5 V, for example, based on the DC voltage of 12 V received from battery 10, and generates the generated DC voltage of 5 V and the DC voltage of 12 V received from battery 10. And a voltage to the MOS driver 27.
[0068]
The MOS driver 27 is driven by DC voltages of 5V and 12V supplied from a power supply 26. Then, the MOS driver 27 generates a control signal for turning on / off the MOS transistors Tr1 to Tr6 in synchronization with the synchronization signal from the synchronous rectifier 28, and sends the generated control signal to the gates of the MOS transistors Tr1 to Tr6. Output. More specifically, the MOS driver 27 generates a control signal for turning on / off the MOS transistors Tr1 to Tr6 in the power generation mode of the alternator 50 based on the synchronization signals SYNG1 to SYNG6 from the synchronous rectifier 28, and A control signal for turning on / off the MOS transistors Tr1 to Tr6 in the drive mode of the alternator 50 is generated based on the synchronization signals SYNM1 to SYNM6 from the rectifier 28.
[0069]
When receiving the signal GS from the control unit 30, the synchronous rectifier 28 generates the synchronization signals SYNG1 to SYNG6 based on the timing signals TG1 to TG6 from the control unit 29, and sends the generated synchronization signals SYNG1 to SYNG6 to the MOS driver 27. Output. Further, upon receiving the signal MS from the control unit 30, the synchronous rectifier 28 generates the synchronization signals SYNM1 to SYNM6 based on the timing signals TM1 to TM6 from the control unit 29, and outputs the generated synchronization signals SYNM1 to SYNM6 to the MOS driver. 27.
[0070]
Control unit 29 receives angles θ1, θ2, and θ3 from rotation angle sensor 60, and detects rotation speed MRN of rotor 55 included in alternator 50 based on the received angles θ1, θ2, and θ3.
[0071]
The angle θ1 is the angle between the direction of the magnetic force generated by the U-phase coil 51 and the direction of the magnetic force generated by the rotor coil 54, and the angle θ2 is the angle between the direction of the magnetic force generated by the V-phase coil 52 and the direction of the rotor coil. The angle θ3 is the angle between the direction of the magnetic force generated by the W-phase coil 53 and the direction of the magnetic force generated by the rotor coil 54. Then, the angles θ1, θ2, and θ3 change periodically in the range of 0 to 360 degrees. Therefore, the control unit 29 detects the number of times that the angles θ1, θ2, and θ3 periodically change within a range of 0 to 360 degrees in a predetermined period, and detects the rotation speed MRN.
[0072]
Then, the control unit 29 detects the timing of the voltages Vui, Vvi, Vwi induced in the U-phase coil 51, the V-phase coil 52, and the W-phase coil 53 of the alternator 50 based on the angles θ1, θ2, θ3, Based on the detected timing, MOS transistors Tr1 to Tr6 are turned on / off to convert voltages Vui, Vvi, Vwi induced in U-phase coil 51, V-phase coil 52 and W-phase coil 53 into DC voltages. It generates timing signals TG1 to TG6 indicating the timing.
[0073]
In addition, the control unit 29, based on the angles θ1, θ2, θ3, and the detected rotation speed MRN, generates a timing signal indicating the timing of turning on / off the MOS transistors Tr1 to Tr6 to operate the alternator 50 as a drive motor. Generate TM1 to TM6.
[0074]
Then, the control unit 29 outputs the generated timing signals TG1 to TG6, TM1 to TM6 to the synchronous rectifier 28.
[0075]
Control unit 30 receives a signal M / G, a signal RLO, and a signal CHGL from an externally provided eco-run ECU (Electrical Control Unit) (which will be described later). Control unit 30 receives voltages Vu, Vv, and Vw applied to U-phase coil 51, V-phase coil 52, and W-phase coil 53 of alternator 50.
[0076]
The control unit 30 determines whether to operate the alternator 50 as a generator or a drive motor based on the signal M / G, and when operating as a generator, generates a signal GS and outputs it to the synchronous rectifier 28. . On the other hand, when operating the alternator 50 as a drive motor, the control unit 30 determines an energization method in which current flows through the U-phase coil 51, the V-phase coil 52, and the W-phase coil 53 based on the voltages Vu, Vv, Vw. , And generates a signal MS for driving the alternator 50 with the determined energization method, and outputs the signal MS to the synchronous rectifier 28.
[0077]
Further, the control unit 30 calculates a rotor current for the alternator 50 to generate the command power generation amount based on the signal RLO, generates a signal RCT for flowing the calculated rotor current to the rotor coil 54, and Output to the gate of transistor 40.
[0078]
Further, control unit 30 converts the temperature information of MOS transistor 40 into a signal based on signal CHGL, and outputs the signal to the outside.
[0079]
MOS transistor 40 sets the rotor current supplied from battery 10 to rotor coil 54 to a predetermined value based on signal RCT from control unit 30. The diode 41 is a freewheel diode at the time of rotor-off control.
[0080]
The alternator 50 operates as a drive motor or a generator. Then, in a drive mode in which the alternator 50 operates as a drive motor, when starting the engine, a predetermined torque is generated by control from the control circuit 20, and the engine is started by the generated predetermined torque. Further, the alternator 50 drives the accessories with the generated torque except when the engine is started.
[0081]
Further, in the power generation mode in which the alternator 50 operates as a generator, the alternator 50 generates an AC voltage corresponding to a rotor current flowing through the rotor coil 54, and uses the generated AC voltage as the U-phase arm 23, the V-phase arm 24, and the W-phase arm. 25.
[0082]
The rotation angle sensor 60 detects the angles θ1, θ2, and θ3, and outputs the detected angles θ1, θ2, and θ3 to the control unit 29.
[0083]
The overall operation of the generator motor 100 will be described. The control unit 30 determines whether to operate the alternator 50 as a generator or a drive motor based on a signal M / G from the eco-run ECU, and generates a signal GS when operating the alternator 50 as a generator to generate a synchronous rectifier. 28. Control unit 30 generates signal RCT based on signal RLO from eco-run ECU and outputs the signal to the gate of MOS transistor 40.
[0084]
Then, MOS transistor 40 switches the rotor current supplied from battery 10 to rotor coil 54 in accordance with signal RCT. Then, the rotor 55 of the alternator 50 is rotated by the rotational force of the engine, and the alternator 50 generates the specified amount of power generation and supplies the generated power to the U-phase arm 23, the V-phase arm 24, and the W-phase arm 25.
[0085]
On the other hand, the control unit 29 receives the angles θ1, θ2, and θ3 from the rotation angle sensor 60, and generates the timing signals TG1 to TG6, TM1 to TM6 by the above-described method based on the received angles θ1, θ2, and θ3. To the synchronous rectifier 28.
[0086]
Then, based on signal GS from control unit 30, synchronous rectifier 28 generates synchronization signals SYNG1 to SYNG6 synchronized with timing signals TG1 to TG6, and outputs them to MOS driver 27. The MOS driver 27 generates a control signal for turning on / off the MOS transistors Tr1 to Tr6 in synchronization with the synchronization signals SYNG1 to SYNG6 and outputs the control signal to the gates of the MOS transistors Tr1 to Tr6.
[0087]
Then, MOS transistors Tr1 to Tr6 are turned on / off by a control signal from MOS driver 27, and convert the AC voltage generated by alternator 50 to a DC voltage to charge battery 10.
[0088]
In this case, the Zener diodes DT1 to DT3 absorb the surge voltage even if the surge voltage is superimposed on the AC voltage generated by the alternator 50. That is, the Zener diodes DT1 to DT3 prevent a voltage higher than the breakdown voltage from being applied to the MOS transistors Tr2, Tr4, Tr6. Further, even if a surge voltage is superimposed on the DC voltage between positive bus L1 and negative bus L2, Zener diode 21 absorbs the surge voltage. That is, the Zener diode 21 prevents a voltage higher than the breakdown voltage from being applied to the MOS transistors Tr1, Tr3, Tr5.
[0089]
When the control unit 30 determines that the alternator 50 is to be driven as a drive motor based on the signal M / G, the control unit 30 sends the signals to the U-phase arm 23, the V-phase arm 24, and the W-phase arm 25 based on the voltages Vu, Vv, Vw. Is determined, and a signal MS for driving the alternator 50 is generated based on the determined current supply method, and is output to the synchronous rectifier 28.
[0090]
The control unit 29 receives the angles θ1, θ2, and θ3 from the rotation angle sensor 60, and based on the received angles θ1, θ2, and θ3, generates the timing signals TG1 to TG6 and TM1 to TM6 by the above-described method and synchronizes them. Output to rectifier 28.
[0091]
Then, synchronous rectifier 28 generates synchronization signals SYNM <b> 1 to SYNM <b> 6 synchronized with timing signals TM <b> 1 to TM <b> 6 based on signal MS from control unit 30, and outputs the same to MOS driver 27. The MOS driver 27 generates a control signal for turning on / off the MOS transistors Tr1 to Tr6 in synchronization with the synchronization signals SYNM1 to SYNM6 and outputs the control signal to the gates of the MOS transistors Tr1 to Tr6.
[0092]
Then, MOS transistors Tr1 to Tr6 are turned on / off by a control signal from MOS driver 27, and switch the current supplied from battery 10 to U-phase arm 23, V-phase arm 24, and W-phase arm 25 of alternator 50 to change the alternator. 50 is driven as a drive motor. Thereby, the alternator 50 supplies a predetermined torque to the crankshaft of the engine when the engine is started. The alternator 50 supplies a predetermined torque to accessories.
[0093]
In this case, Zener diode 21 absorbs a surge voltage generated between positive bus L1 and negative bus L2 due to turning on / off of MOS transistors Tr1 to Tr6. That is, the Zener diode 21 prevents a voltage higher than the breakdown voltage from being applied to the MOS transistors Tr1, Tr3, Tr5. The Zener diodes DT1 to DT3 absorb the surge voltage even when the MOS transistors Tr1, Tr3, Tr5 are turned on / off and a surge voltage is applied to the MOS transistors Tr2, Tr4, Tr6. That is, the Zener diodes DT1 to DT3 prevent a voltage higher than the breakdown voltage from being applied to the MOS transistors Tr2, Tr4, Tr6.
[0094]
As described above, the MOS transistors Tr1 to Tr6 are arranged on the electrode plates 81, 82A to 82C provided on the end face of the alternator 50. Such an arrangement is possible because the provision of the Zener diodes 21 and DT1 to DT3 prevents overvoltage from being applied to the MOS transistors Tr1 to Tr6 and reduces the size of the MOS transistors Tr1 to Tr6. In particular, since the three MOS transistors Tr1, Tr3, Tr5 are protected by one Zener diode 21, the three MOS transistors Tr1, Tr3, Tr5 are protected by utilizing the space between the substrate 84 and the electrode plates 81, 83. The Zener diode 21 for protecting Tr1, Tr3 and Tr5 can be arranged.
[0095]
In addition, the Zener diode 21 can reduce the capacity of the capacitor 22 in order to prevent an overvoltage from being applied to the capacitor 22. As a result, the capacitor 22 can be arranged in the space between the substrate 84 and the electrode plates 81, 82C, 83.
[0096]
Due to these factors, the control circuit 20 can be miniaturized as a whole and arranged on the end face of the alternator 50. That is, the control circuit 20 can be arranged not in the longitudinal direction of the rotating shaft 50A of the alternator 50 but in a plane perpendicular to the rotating shaft 50A. As a result, the area occupied by the control circuit 20 can be reduced.
[0097]
Further, the electrode plate 81 is arranged on the innermost circumference, and the electrode plates 82A, 82B, 82C, 83 are arranged outside the electrode plate 81. Each of the MOS transistors Tr1 to Tr6 is arranged on the electrode plates 81, 82A, 82B, 82C such that the gate G is directed toward the rotation shaft 50A and the source S is directed toward the outer periphery.
[0098]
Therefore, by arranging the MOS transistors Tr1 to Tr6 on the inner peripheral portion of the end face of the alternator 50, the cooling efficiency of the MOS transistors Tr1 to Tr6 can be increased by the airflow sucked into the alternator 50 from the outside. Further, the wiring of the wirings 86A, 86B, 86C, 86D, 86E, 86F can be shortened and simplified.
[0099]
FIG. 6 shows a block diagram of an engine system 200 including the generator motor 100. Referring to FIG. 6, engine system 200 includes a battery 10, a control circuit 20, an alternator 50, an engine 110, a torque converter 120, an automatic transmission 130, pulleys 140, 150, 160, and an electromagnetic clutch 140a. , Belt 170, accessories 172, starter 174, electric hydraulic pump 180, fuel injection valve 190, electric motor 210, throttle valve 220, eco-run ECU 230, engine ECU 240, VSC (Vehicle Stability) Control-ECU 250.
[0100]
Alternator 50 is arranged close to engine 110. The control circuit 20 is disposed on the end face of the alternator 50 as described above.
[0101]
The engine 110 is started by the alternator 50 or the starter 174 and generates a predetermined output. More specifically, the engine 110 is started by the alternator 50 after stopping by the economy running system (also referred to as “eco-run”, “idle stop”, or “idling stop”), and is started by the ignition key. It is started by the starter 174. Then, engine 110 outputs the generated output from crankshaft 110a to torque converter 120 or pulley 140.
[0102]
Torque converter 120 transmits the rotation of engine 110 from crankshaft 110a to automatic transmission 130. Automatic transmission 130 performs automatic shift control, sets the torque from torque converter 120 to a torque according to the shift control, and outputs the torque to output shaft 130a.
[0103]
The pulley 140 has a built-in electromagnetic clutch 140a, and is connected to the crankshaft 110a of the engine 110 via the electromagnetic clutch 140a. The pulley 140 is linked with the pulleys 150 and 160 via the belt 170.
[0104]
The electromagnetic clutch 140a is turned on / off under the control of the eco-run ECU 230, and connects / disconnects the pulley 140 to / from the crankshaft 110a. The belt 170 connects the pulleys 140, 150, 160 to each other. The pulley 150 is connected to a rotation shaft of the accessories 172.
[0105]
The pulley 160 is connected to the rotating shaft 50A of the alternator 50, and is rotated by the alternator 50 or the crankshaft 110a of the engine 110.
[0106]
The accessories 172 include one or more of an air conditioner compressor, a power steering pump, and an engine cooling water pump. The accessories 172 receive the output from the alternator 50 via the pulley 160, the belt 170, and the pulley 150, and are driven by the received output.
[0107]
The alternator 50 is driven by the control circuit 20. Then, the alternator 50 receives the rotational force of the crankshaft 110a of the engine 110 via the pulley 140, the belt 170, and the pulley 160, and converts the received rotational force into electric energy. That is, the alternator 50 generates electric power by the rotational force of the crankshaft 110a. When the alternator 50 generates power, there are two cases. One is a case where the engine 110 is driven during normal running of the hybrid vehicle equipped with the engine system 200 to generate power by receiving the torque of the crankshaft 110a. The other case is that the engine 110 is not driven, but the rotational force of the drive wheels is transmitted to the crankshaft 110a when the hybrid vehicle is decelerated, and the alternator 50 receives the transmitted rotational force and generates power.
[0108]
The alternator 50 is driven by the control circuit 20 and outputs a predetermined output to the pulley 160. When the engine 110 is started, the predetermined output is transmitted to the crankshaft 110a of the engine 110 via the belt 170 and the pulley 140, and when the accessory 172 is driven, the predetermined output is supplied via the belt 170 and the pulley 150. Transmitted to the machine 172.
[0109]
The battery 10 supplies a DC voltage of 12 V to the control circuit 20 as described above.
[0110]
As described above, the control circuit 20 converts the DC voltage from the battery 10 into an AC voltage under the control of the eco-run ECU 230, and drives the alternator 50 with the converted AC voltage. Further, under the control of eco-run ECU 230, control circuit 20 converts the AC voltage generated by alternator 50 into a DC voltage, and charges battery 10 with the converted DC voltage.
[0111]
Starter 174 starts engine 110 under the control of eco-run ECU 230. The electric hydraulic pump 180 is built in the automatic transmission 130, and supplies hydraulic oil to a hydraulic control unit provided inside the automatic transmission 130 under the control of the engine ECU 240. The operating oil adjusts the operating states of the clutch, brake, and one-way clutch inside the automatic transmission 130 by a control valve in the hydraulic control unit, and switches the shift state as necessary.
[0112]
The eco-run ECU 230 performs on / off switching of the electromagnetic clutch 140a, mode control of the alternator 50 and the control circuit 20, control of the starter 174, and control of the charged amount of the battery 10. The mode control of the alternator 50 and the control circuit 20 refers to controlling a power generation mode in which the alternator 50 functions as a generator and a drive mode in which the alternator 50 functions as a drive motor. Then, eco-run ECU 230 generates signal M / G for controlling the power generation mode and the drive mode, and outputs the signal to control circuit 20. Further, a control line from eco-run ECU 230 to battery 10 is not shown.
[0113]
Further, the eco-run ECU 230 detects the rotation speed MRN based on the angles θ1, θ2, and θ3 from the rotation angle sensor 60 built in the alternator 50, the presence or absence of activation of the eco-run system by the driver from the eco-run switch, and other data.
[0114]
Fuel injection valve 190 controls fuel injection under the control of engine ECU 240. The electric motor 210 controls the opening of the throttle valve 220 under the control of the engine ECU 240. The throttle valve 220 is set to a predetermined opening by the electric motor 210.
[0115]
Engine ECU 240 controls on / off of accessories 172 except for an engine cooling water pump, drive control of electric hydraulic pump 180, shift control of automatic transmission 130, fuel injection control by fuel injection valve 190, throttle by electric motor 210 The opening degree control of the valve 220 and other engine controls are performed.
[0116]
The engine ECU 240 also calculates the engine cooling water temperature from the water temperature sensor, the presence / absence of depression of the accelerator pedal from the idle switch, the accelerator opening from the accelerator opening sensor, the steering angle of the steering from the steering angle sensor, and the vehicle speed from the vehicle speed sensor. , The throttle opening from the throttle opening sensor, the shift position from the shift position sensor, the engine speed from the engine speed sensor, the presence / absence of on / off operation from the air conditioner switch, and other data.
[0117]
VSC-ECU 250 detects the state of the presence / absence of depression of a brake pedal from a brake switch, and other data.
[0118]
The eco-run ECU 230, the engine ECU 240, and the VSC-ECU 250 are configured around a microcomputer, and execute arithmetic processing required by a CPU (Central Processing Unit) in accordance with a program written in an internal ROM (Read Only Memory). Various controls are executed based on the calculation results. The results of the arithmetic processing and the detected data can be mutually communicated between the eco-run ECU 2300, the engine ECU 240, and the VSC-ECU 250. It is possible to do.
[0119]
The operation of the engine system 200 will be described. The eco-run ECU 230 performs an automatic stop process, an engine stop-time motor drive process, an automatic start process, a motor drive start / start process, a traveling motor control process, and a deceleration motor control process.
[0120]
First, the automatic stop processing will be described. Engine ECU 240 receives engine coolant temperature THW, idle switch, battery voltage, brake switch, vehicle speed SPD, and the like. Then, engine ECU 240 detects whether or not the accelerator pedal is depressed from the idle switch, and detects whether or not the brake pedal is depressed from the brake switch.
[0121]
When the automatic stop process is started, the engine cooling water temperature THW, the accelerator pedal depression, the battery 10 voltage, the brake pedal depression, the vehicle speed SPD, and the like are stored in a RAM (Random Access Memory) inside the eco-run ECU 230. Read into the area. The eco-run ECU 230 determines whether the automatic stop condition is satisfied based on these data. The automatic stop condition is satisfied, for example, when the engine coolant temperature THW is between the lower limit and the upper limit, and the vehicle speed SPD is 0 km / h.
[0122]
Then, when it is determined that the automatic stop condition is satisfied, the eco-run ECU 230 performs an engine stop process. More specifically, eco-run ECU 230 issues a fuel cut instruction to engine ECU 240, and engine ECU 240 controls fuel injection valve 190 to stop fuel injection in response to the fuel cut instruction, and throttle valve 220 is fully closed. As a result, the fuel injection valve 190 stops the fuel injection, the combustion in the combustion chamber of the engine 110 stops, and the operation of the engine 110 stops.
[0123]
Next, the motor drive process when the engine is stopped will be described. When the engine stop motor drive process is started, the eco-run ECU 230 controls the control circuit 20 to turn on the electromagnetic clutch 140a, set the rotation speed of the alternator 50 to the idle target rotation speed, and drive the alternator 50. . More specifically, eco-run ECU 230 outputs to control circuit 20 a signal M / G for operating alternator 50 as a drive motor. Then, control circuit 20 operates alternator 50 as a drive motor based on signal M / G from eco-run ECU 230 by the above-described method, and drives alternator 50 so that the rotation speed becomes the idle target rotation speed. Thereby, the rotation shaft 50A of the alternator 50 rotates, and the pulley 160 also rotates.
[0124]
The torque transmitted to pulley 160 is transmitted to crankshaft 110a via belt 170 and pulley 140, and crankshaft 110a rotates at the target idle speed. Then, eco-run ECU 230 confirms that engine 110 has been rotating at the target idle speed for a certain period of time.
[0125]
In this way, when the engine 110 is stopped, the output of the alternator 50 causes the engine 110 to rotate at the same rotational speed as the idle speed, whereby the in-cylinder pressure of the engine 110 with the throttle valve 220 fully closed is sufficiently reduced. be able to. Then, the difference in the load torque between the processes of the engine 110 that is not burning becomes small, and the torque fluctuation in rotation decreases. As a result, vibration at the time of stopping can be suppressed, and the driver does not feel uncomfortable when the engine 110 is automatically stopped.
[0126]
Thereafter, eco-run ECU 230 determines whether there is a drive request for accessories 172, and when it is determined that there is a drive request for accessories 172, turns off electromagnetic clutch 140a and sets alternator 50 to the drive mode. . Also in this case, the alternator 50 is rotated at the idle target rotation speed by the above-described operation, and the rotation force is transmitted to the accessories 172 via the pulley 160, the belt 170, and the pulley 150.
[0127]
Thus, the air conditioner compressor and the power steering pump are driven. In this case, since the electromagnetic clutch 140a is off, the crankshaft 110a of the engine 110 does not rotate, so that wasteful power consumption can be prevented and fuel efficiency can be improved.
[0128]
As described above, while the engine 110 is stopped, the eco-run ECU 230 drives the alternator 50 to rotate the crankshaft 110a of the engine 110 to perform the vibration reduction processing, or to drive the accessories 172.
[0129]
Next, the automatic start process will be described. When the automatic start process is started, the eco-run ECU 230 reads the same data as the data read during the automatic stop process, and determines whether the automatic start condition is satisfied. More specifically, the eco-run ECU 230 determines that the automatic start condition is satisfied when at least one of the automatic stop conditions is not satisfied.
[0130]
Then, when the eco-run ECU 230 determines that the automatic start condition is satisfied, the eco-run ECU 230 stops the motor drive process when the engine is stopped. Thereby, the automatic start process ends.
[0131]
Next, the motor drive start start process will be described. When the motor drive start start process is started, eco-run ECU 230 gives an instruction to engine ECU 240 to prohibit turning on the air conditioner. Then, if the air conditioner is turned on, engine ECU 240 stops driving the air conditioner. Thus, the load on the alternator 50 can be reduced.
[0132]
Then, eco-run ECU 230 turns on electromagnetic clutch 140a and sets alternator 50 to the drive mode. Then, by the same operation as described above, the rotational force of alternator 50 is transmitted to crankshaft 110a via pulley 160, belt 170 and pulley 140, and crankshaft 110a is rotated at the idle target rotation speed.
[0133]
Then, eco-run ECU 230 determines whether or not the rotation speed of engine 110 has reached the idle target rotation speed, and gives an instruction to start fuel injection to engine ECU 240 when the rotation speed of engine 110 reaches the idle target rotation speed. . Then, engine ECU 240 controls fuel injection valve 190 so as to inject fuel, and fuel injection valve 190 starts fuel injection. As a result, the engine 110 starts and starts operating.
[0134]
In this case, since the engine 110 performs the fuel injection at the idle target rotation speed, the engine 110 is started quickly and reaches a stable engine rotation early. Until fuel injection, the crankshaft 110a of the engine 110 is rotated by the output of the alternator 50. Therefore, if the output torque of the alternator 50 is sufficiently high, the torque converter 120 in the non-lockup state is used. Start can be started by the generated creep force.
[0135]
As described above, the alternator 50 is driven in the drive mode during the motor drive start start process.
[0136]
Next, the running motor control process will be described. When the running motor control process is started, the eco-run ECU 230 determines whether or not the start of the engine 110 has been completed by the motor drive start start process, and when it is determined that the start of the engine 110 has been completed, The driving start start process is stopped. Then, eco-run ECU 230 issues an instruction to permit turning on the air conditioner to engine ECU 240. Thus, if the air conditioner is turned on, engine ECU 240 can switch the air conditioner compressor so as to be linked with the rotation of pulley 150 and drive the air conditioner.
[0137]
After that, the eco-run ECU 230 determines whether or not the vehicle is decelerating. Here, “during vehicle deceleration” refers to, for example, a state where the accelerator pedal is completely returned during traveling, that is, a case where the idle switch is on during traveling. Therefore, if the idle switch is turned off, eco-run ECU 230 determines that the vehicle is not being decelerated, turns on electromagnetic clutch 140a, and sets alternator 50 to the power generation mode. More specifically, eco-run ECU 230 outputs to control circuit 20 a signal M / G for operating alternator 50 in the power generation mode. Then, the control circuit 20 drives the alternator 50 in the power generation mode by the above-described method according to the signal M / G from the eco-run ECU 230.
[0138]
Then, the rotating force of crankshaft 110a of engine 110 is transmitted to the rotating shaft of alternator 50 via pulley 140, belt 170 and pulley 160. Then, the alternator 50 generates power and outputs an AC voltage to the control circuit 20. The control circuit 20 converts the AC voltage to the DC voltage and charges the battery 10 according to the control from the eco-run ECU 230. Thus, the running motor control process ends.
[0139]
Thus, during normal running, the alternator 50 is driven in the power generation mode, and the rotational force of the engine 110 is converted into electric energy.
[0140]
On the other hand, when the eco-run ECU 230 determines that the vehicle is decelerating, a motor control process during deceleration is performed. Finally, the deceleration-time motor control process will be described. When the motor control process at the time of deceleration is started, the eco-run ECU 230 determines whether the fuel cut at the time of deceleration of the vehicle has been completed. Under the condition that it is determined that the vehicle is decelerating, the deceleration fuel cut process executed by the engine ECU 240 causes the rotation speed of the engine 110 to reach the return reference rotation speed (that is, the idle target rotation speed) for determining the return of fuel injection. Until the fuel injection rate decreases, fuel injection to engine 110 is stopped.
[0141]
When the rotation speed of the engine decreases to the reference rotation speed, the torque converter 120 is switched from the lock-up state to the non-lockup state, and fuel injection is restarted to prevent engine stall due to a drop in the engine rotation speed. .
[0142]
If the fuel is cut during deceleration of the vehicle, the eco-run ECU 230 turns on the electromagnetic clutch 140a and sets the alternator 50 to the power generation at a higher power generation voltage than the normal power generation voltage. Thus, the engine 110 is not operating, but the rotation of the wheels rotates the crankshaft 110a of the engine 110, and the rotation of the crankshaft 110a is transmitted to the alternator 50 via the pulley 140, the belt 170, and the pulley 160. . Then, the alternator 50 generates an AC voltage. Therefore, the traveling energy of the vehicle is recovered as electric power. That is, the power generation mode of the alternator 50 in this case corresponds to the regeneration mode.
[0143]
When the engine speed drops to the return reference speed, engine ECU 240 ends the fuel cut process. Then, eco-run ECU 230 determines whether or not the engine speed is smaller than the engine stall reference speed. The engine stall reference rotation speed is a value smaller than the return reference rotation speed. In addition, the determination as to whether or not the engine speed is lower than the engine stall reference speed is performed in order to determine a situation in which the engine speed may significantly decrease and engine stall may occur even after fuel injection is restarted. It is.
[0144]
When the eco-run ECU 230 determines that the engine speed is higher than the engine stall reference speed, the alternator 50 is stopped. On the other hand, when the eco-run ECU 230 determines that the engine speed is smaller than the engine stall reference speed, it turns on the electromagnetic clutch 140a and drives the alternator 50 so that the engine speed reaches the idle target speed.
[0145]
Thus, the rotational force of the alternator 50 is transmitted to the crankshaft 110a via the pulley 160, the belt 170, and the pulley 140, and the crankshaft 110a rotates. When the eco-run ECU 230 determines that the engine speed has reached the idle target speed, the alternator 50 is stopped.
[0146]
As described above, when it becomes difficult for the engine 110 to return from the fuel cut to the engine operation after the fuel cut processing at the time of deceleration, the engine stall is prevented by increasing the engine speed by the alternator 50.
[0147]
During a cold start of the engine, the eco-run ECU 230 controls the starter 174 according to the operation of the driver ignition switch, and the starter 174 starts the engine 110. Also, during normal traveling after the vehicle on which the engine system 200 is mounted starts, the eco-run ECU 230 outputs a signal M / G for operating the alternator 50 as a drive motor to the control circuit 20, and the control circuit 20 According to the signal M / G, the alternator 50 is driven as a drive motor by the operation described above. The torque generated by the alternator 50 is transmitted to the drive wheels of the vehicle equipped with the engine system 200 via the pulley 160, the belt 170, the pulley 140, the crankshaft 110a, the torque converter 120, the automatic transmission 130, and the output shaft 130a. Is transmitted.
[0148]
As described above, in the engine system 200, the control circuit 20 that controls the alternator 50 is provided on the end face of the alternator 50, and drives the alternator 50 as a drive motor or a generator according to an instruction from the eco-run ECU 230.
[0149]
The generator motor according to the present invention may be the generator motor 101 shown in FIG. Referring to FIG. 7, generator motor 101 includes planar electrodes 91 in which MOS transistors Tr1 to Tr6 and electrode plates 82A to 82C and 83 in generator motor 100 shown in FIG. 1 are replaced by wire bonding (W / B). 96, and the rest is the same as the generator motor 100.
[0150]
Each of the planar electrodes 91 to 96 is made of a copper-based material, and has a thickness in the range of 0.1 to 2.0 mm.
[0151]
The plane electrode 91 connects the source of the MOS transistor Tr1 to the electrode plate 82A. The plane electrode 92 connects the source of the MOS transistor Tr2 to the electrode plate 83. The plane electrode 93 connects the source of the MOS transistor Tr3 to the electrode plate 82B. The plane electrode 94 connects the source of the MOS transistor Tr4 to the electrode plate 83. The plane electrode 95 connects the source of the MOS transistor Tr5 to the electrode plate 82C. The plane electrode 96 connects the source of the MOS transistor Tr6 to the electrode plate 83.
[0152]
FIG. 8 shows a plan view of the MOS transistor Tr1 shown in FIG. 7 and a cross-sectional view of the MOS transistor Tr1 and the electrode plates 81 and 82A. FIG. 8 is the same as FIG. 2 except that the wiring GL in FIG. 2 is replaced with a plane electrode 91.
[0153]
The plane electrode 91 connects the source S of the MOS transistor Tr1 to the electrode plate 82A. Others are as described in FIG.
[0154]
The MOS transistors Tr2 to Tr6 shown in FIG. 7 are also connected to the electrode plates 82B, 82C and 83 by plane electrodes 92 to 96 in the same manner as the MOS transistor Tr1.
[0155]
Thus, in the generator motor 101, the MOS transistors Tr1 to Tr6 are connected to the electrode plates 82A, 83, 82B, 83, 82C, 83 by the plane electrodes 91 to 96, respectively.
[0156]
By connecting the MOS transistors Tr1 to Tr6 to the electrode plates 82A, 83, 82B, 83, 82C and 83 by the plane electrodes 91 to 96, the heat generated in the MOS transistors Tr1 to Tr6 causes the plane electrodes 91 to 96 respectively Heat is dissipated through. As a result, when the MOS transistors Tr1 to Tr6 are connected to the electrode plates 82A to 82C and 83 by W / B as in the generator motor 100, the MOS transistors Tr1 to Tr6 are set so that the temperature rise of the MOS transistors Tr1 to Tr6 becomes equal to or less than an allowable limit. To cool the transistors Tr1 to Tr6, the area ratio of the electrode plates 81, 82A to 82C to the MOS transistors Tr1 to Tr6 needs to be set to 6 or more. When connected to the electrode plates 82A to 82C and 83 by the plane electrodes 91 to 96, the MOS transistors Tr1 to Tr6 are cooled so that the temperature rise of the MOS transistors Tr1 to Tr6 is equal to or less than an allowable limit. Surfaces of electrode plates 81 and 82A to 82C Ratios can be further reduced than 6.
[0157]
Therefore, when the area of the MOS transistors Tr1 to Tr6 is constant, the area of the electrode plates 81, 82A to 82C is reduced by connecting the MOS transistors Tr1 to Tr6 to the electrode plates 82A to 82C and 83 by the plane electrodes 91 to 96. Can be smaller.
[0158]
It goes without saying that the generator motor 101 can be applied to the engine system 200.
[0159]
The alternator 50 includes a stator and a rotor, and forms a “motor” that functions as a generator or a motor.
[0160]
Further, the MOS transistors Tr1 to Tr6 constitute a “multi-phase switching element group” for controlling a current supplied to the stator.
[0161]
Further, in the above description, the MOS transistors Tr1 to Tr6 control the current flowing through the U-phase coil 51, the V-phase coil 52 and the W-phase coil 53 of the alternator 50. However, in the present invention, the MOS transistors A switching element such as an IGBT (Insulated Gate Bipolar Transistor) and an NPN transistor may be used instead of Tr1 to Tr6.
[0162]
Further, in the present embodiment, the eco-run ECU and the engine ECU are provided separately, but it goes without saying that their functions can be integrated into one engine control ECU. Further, the transmission according to the present embodiment is not limited to the AT (so-called automatic transmission), but may be a combination of a known transmission such as a CVT or an MT.
[0163]
Further, in the present embodiment, the function of driving the auxiliary equipment using the electromagnetic clutch 140a is provided. However, the function of driving the auxiliary equipment may be omitted to simplify the system (without providing the electromagnetic clutch 140a). May be better).
[0164]
Furthermore, in the present embodiment, the eco-run system is used, but the present invention can be applied to a hybrid vehicle that can generate a large driving force using a motor. The present invention can be realized by replacing the alternator 50 with a known generator motor (also referred to as a motor generator). It goes without saying that a generator motor capable of providing a torque required for driving the vehicle and starting the engine may be appropriately selected.
[0165]
The embodiments disclosed this time are to be considered in all respects as illustrative and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description of the embodiments, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.
[Brief description of the drawings]
FIG. 1 is a plan view of a generator motor according to the present invention.
FIG. 2 is a plan view of the MOS transistor Tr1 shown in FIG. 1 and a cross-sectional view of the MOS transistor Tr1 and electrode plates 81 and 82A.
FIG. 3 is a cross-sectional view taken along line AA shown in FIG.
FIG. 4 is another sectional view taken along the line AA shown in FIG.
FIG. 5 is a circuit block diagram of a generator motor and a battery shown in FIG. 1;
FIG. 6 is a schematic block diagram of an engine system including the generator motor shown in FIG.
FIG. 7 is another plan view of the generator motor according to the present invention.
8 is a plan view of the MOS transistor Tr1 shown in FIG. 7 and a cross-sectional view of the MOS transistor Tr1 and the electrode plates 81 and 82A.
FIG. 9 is a perspective view of a conventional starting generator.
[Explanation of symbols]
Reference Signs List 10 battery, 20 control circuit, 21 DT1, DT2, DT3 Zener diode, 22 capacitor, 23 U-phase arm, 24 V-phase arm, 25 W-phase arm, 26 power supply, 27 MOS driver, 28 synchronous rectifier, 29, 30 control Part, 40, Tr1 to Tr6 MOS transistor, 41 diode, 50 alternator, 50A, 301B rotation axis, 51 U phase coil, 51A, 52A, 53A one end, 52 V phase coil, 53 W phase coil, 54 rotor coil, 55 Rotor, 56, 57 stator, 58 brush, 60 rotation angle sensor, 70 custom IC, 81, 82A to 82C, 83 electrode plate, 84 substrate, 84A to 84D terminal, 85A to 85D, 86A to 86F, GL wiring, 91 ~ 96 plane electrode, 100,101 generator motor, 110 engine , 110a crankshaft, 120 torque converter, 130 automatic transmission, 130a output shaft, 140, 150, 160 pulley, 170 belt, 172 accessories, 174 starter, 180 electric hydraulic pump, 190 fuel injection valve, 200 engine system, 210 Electric motor, 220 throttle valve, 230 eco-run ECU, 240 engine ECU, 250 VSC-ECU, 300 starting generator, 301 motor section, 301A end face, 302 drive section, 302A cylinder member, 302B power module, 303 radial direction, 304 longitudinal Direction, FU1, FU2 fuse, L1 positive bus, L2 negative bus, S source, D drain, G gate.

Claims (7)

A motor that includes a rotor and a stator, and functions as a generator and a motor,
First, second, and third electrode plates disposed on an end surface of the motor in a substantially U shape so as to surround a rotation axis of the motor;
A multi-phase switching element group for controlling the current supplied to the stator,
The polyphase switching element group,
A plurality of arms provided corresponding to the number of phases of the motor, each of the plurality of arms including first and second switching elements;
The first electrode plate is disposed at a position separated by a predetermined distance from the rotation axis in a direction perpendicular to the rotation axis,
The second and third electrode plates are disposed outside the first electrode plate,
The first and second switching elements are electrically connected in series between the first electrode plate and the third electrode plate,
The plurality of first switching elements are arranged on the first electrode plate,
The generator motor, wherein the plurality of second switching elements are arranged on the second electrode plate. A control circuit for controlling the plurality of first and second switching elements;
2. The control circuit according to claim 1, wherein the control circuit is provided on a ceramic substrate disposed in the substantially U-shaped cutout in the same direction as an in-plane direction of the first, second, and third electrode plates. 3. Generator motor. A plurality of first wirings connecting the control circuit to the plurality of first switching elements;
A plurality of second wirings for connecting the control circuit to the plurality of second switching elements;
The plurality of first wirings are arranged between the rotation axis and the first electrode plate so as to surround the rotation axis,
3. The generator motor according to claim 2, wherein the plurality of second wires are arranged between the rotation shaft and the first electrode plate and between the first electrode plate and the motor. 4. The first and second electrode plates are arranged in a first plane;
The generator motor according to any one of claims 1 to 3, wherein the third electrode plate is arranged in a second plane different from the first plane. The generator motor according to claim 4, wherein the second plane is closer to the motor than the first plane. 6. The generator motor according to claim 1, wherein the plurality of arms are radially arranged in an in-plane direction of the first, second, and third electrode plates. 7. Each of the plurality of first and second switching elements includes:
A control terminal for receiving a control signal from the plurality of first wirings or the plurality of second wirings;
An input terminal for receiving a DC current,
An output terminal for outputting a DC current according to the control content by the control signal,
An input terminal of the first switching element is in contact with the first electrode plate;
A control terminal of the first switching element is arranged on the rotating shaft side, and connected to the first wiring;
An output terminal of the first switching element is arranged on the second electrode plate side, and is connected to the second electrode plate;
An input terminal of the second switching element is in contact with the second electrode plate;
A control terminal of the second switching element is arranged on the rotating shaft side, and connected to the second wiring;
The output terminal of the second switching element is arranged on the third electrode plate side, and is connected to the third electrode plate, according to any one of claims 3 to 6. Generator motor.

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