JP2005065403A - Power supply system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a high fail-safe function by ensuring the power generating function of a motor generator even upon occurrence of an abnormality in an inverter controlling a motor generator. <P>SOLUTION: An inverter 11 is connected with a field control circuit section 63 for regulating a field current being conducted to the rotor coil 15b of a motor generator 15 and a regulator 67 selectively through a select switch 66 wherein a motor function and a power generating function are normally combined by the field current from the field control circuit section 63. When abnormality of the inverter 11 is detected and the select switch 66 is connected with the regulator 67, the regulator 67 compares the battery voltage between voltage dividing resistors 69a and 69b connected with a 42V power supply line with a preset reference voltage and controls the field current such that the battery voltage matches the reference voltage. At the same time, all gates of an IPM 62 are closed to stop motor function and only the power generating function is operated. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle power supply system including a motor generator having both a motor function and a power generation function.

  In recent years, for the purpose of improving fuel consumption and reducing exhaust emissions, vehicles having an idle stop function that basically automatically stops the engine are put into practical use mainly in hybrid vehicles in a stopped state such as waiting for a signal. In a vehicle having such an idle stop function, the engine is automatically restarted when a certain idle start condition is satisfied, for example, the brake pedal depression amount is released from the stopped state.

For example, in Patent Document 1, when restarting after the engine is automatically stopped, the engine is driven by rotating the crankshaft of the engine with the driving force of the motor generator, and the driving force is transmitted via the crankshaft. Thus, a technique is disclosed in which a short time until the engine is restarted is output with the driving force of the motor generator.
JP 2002-115586 A

  However, in the technique disclosed in Patent Document 1, when an abnormality occurs in the inverter device, an unnecessary driving force is applied from the motor generator to the drive system at the time of idling stop, or normal during traveling. The power generation operation may not be performed.

  In view of the above circumstances, the present invention prevents the generation of unnecessary driving force by the motor generator even when an abnormality occurs in the inverter device, secures a power generation function, and obtains a high failsafe function. An object of the present invention is to provide a vehicular power supply system.

  In order to achieve the above object, the present invention provides a motor generator that has both a battery that stores electric power, a power generation function that generates power using the driving force of the engine, and a motor function that is driven by power supplied from the battery, and power generation by the motor generator. In a vehicle power supply system comprising: an inverter device that converts the AC power that has been converted into DC power; and the inverter that converts the DC power from the battery into AC power and supplies the AC power to the motor generator. A first field control means for setting force, a second field control means for operating only the power generation function of the motor generator, and a switch for selectively connecting the both field control means to the field coil of the motor generator. Means.

  In such a configuration, at the time of idling stop, for example, when the driver feels uncomfortable such as power being transmitted to the drive system, the switch means is operated, and the second field control means is made to operate the field of the motor generator. Connect to the coil. Then, the motor function of the motor generator is stopped, and only the power generation function can be operated. For example, the driver operates the switch means during idle stop to stop the motor function of the motor generator, and then turns on the starter switch. When the engine is restarted, the function of the motor generator becomes only the power generation function after that, and normal traveling becomes possible.

  In this case, preferably, the switch means is initially set so that the first field control means is connected to the field coil, so that when the switch means is operated, the second field control means is always connected to the field coil. Can be connected to a coil.

  In addition, a plurality of operation signals for operating the switch means are provided, and the switch means connects the field coil and the second field control means with any one operation signal, so that not only the driver but also other controls Switching operation can be performed from multiple systems such as equipment.

  Furthermore, one of the operation signals is a signal that is output when an abnormality output from the inverter control unit provided in the inverter device is detected, so that a malfunction of the inverter device is detected and the motor function of the motor generator is automatically performed. Can be stopped.

  In addition, the motor generator is connected via an inverter device to an idle stop control means for automatically restarting the engine by driving the motor generator when the idle start condition is established, and an operation signal is output to the switch means. When the motor function of the motor generator is stopped, the idle stop function can always be stopped by outputting a cancel signal to the idle stop control means to stop the idle stop function.

  According to the present invention, when an abnormality occurs in the inverter device, generation of unnecessary driving force can be prevented and a high fail-safe function can be obtained with the power generation function of the motor generator secured. .

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

  1 and 2 show a first embodiment of the present invention. FIG. 1 is an overall configuration diagram of a vehicle having two different voltage systems. FIG. 2 is a circuit diagram of a power supply system centering on a motor generator and an inverter device. .

  Reference numeral 1 in FIG. 1 denotes an engine, which is mounted on the front of the vehicle body. The driving force of the engine 1 is transmitted to the transfer 3 after being shifted to a predetermined speed by an automatic transmission 2 (including a torque converter and the like) 2 behind the engine 1. The driving force transmitted to the transfer 3 is distributed at a predetermined ratio to the rear drive shaft 4 and the front drive shaft (not shown) via a center differential (not shown).

  The driving force distributed to the rear drive shaft 4 is input to the rear wheel final reduction gear 7 via the propeller shaft 5 and the drive pinion shaft portion 6, and is transmitted to the left and right wheels 9rl and 9rr via the left and right rear drive shafts 8rl and 8rr. Is done.

  On the other hand, the driving force distributed to the front drive shaft is transmitted to the left and right wheels 9fl and 9fr provided on the left and right front drive shafts 8fl and 8fr via the front wheel final reduction gear.

  Next, the configuration of the power supply system will be described. The voltage control system has a high voltage system of 42V and a low voltage system of 14V.

  A rotation shaft 14 of a motor generator 15 is connected to a crankshaft 12 of the engine 1 via a belt 13. The motor generator 15 has both a power generation function and a motor function. The motor generator 15 rotates the rotating shaft 14 by the driving force from the engine 1 and generates power by feeding from the battery. 1 crankshaft 12 is rotated.

  The power generation operation and motor drive of the motor generator 15 are controlled by the inverter device 11. A 36V battery 16 is connected to the inverter device 11, and a 12V battery 21 is connected via a DC-DC converter 19. The inverter device 11 and the DC-DC converter 19 are accommodated in one case 20.

  The electric power of the 42V battery 16 is supplied to a 42V load 23 such as a starter motor 17 used only at the time of the first engine start or a power steering device 18 using an electric motor. Further, the power of the 12V battery 21 is supplied to a 14V load 22 such as various lamps, audio equipment, and each control device described later.

  Reference numeral 30 is an idle stop control device as an idle stop control means for controlling idle stop and idle start of the vehicle, 31 is an engine control device for controlling the operating state of the engine 1, and 32 is a charge of the 36V battery 16 mainly. A battery monitoring device 33 for managing the discharge state is a motor generator control device 33 for controlling the operation of the motor generator 15 via the inverter device 11. The control system for the entire vehicle including these control devices 30 to 33 communicates with each other. The network is mutually connected by a CAN (Controller Area Network) which is one of ISO standard protocols, and detection signals from each sensor / switch are shared through CAN communication. In the present embodiment, the control devices 30, 32, 33 constitute an idle stop system (ISS) control device.

  The idle stop control device 30 is connected to a brake sensor 42 that detects the amount of depression of the brake pedal 41 directly or from brake hydraulic pressure, and an accelerator sensor 44 that detects the amount of depression of the accelerator pedal 43.

  Further, the idle stop control device 30 includes a handle angle sensor 45 that detects the handle angle θH, a vehicle speed sensor 46 that detects the vehicle speed V, and a position sensor 47 that detects the position (P, R, N, D, etc.) of the select lever. Etc. are connected.

  The engine control device 31 is connected to sensors / switches for detecting parameters necessary for engine control (fuel injection control, ignition timing control, etc.) such as an engine speed sensor and an accelerator opening sensor.

  The idle stop control device 30 determines an idle stop condition for stopping the engine 1 and an idle start condition for restarting the engine 1 based on information obtained from these switches and sensors, and the idle stop condition is satisfied. Then, an idle stop signal is output to the engine control device 31 to cut the fuel and stop the engine 1. On the other hand, when the idle start condition is satisfied, an idle start signal is output to the engine control device 31 and the motor generator control device 33, the motor generator 15 is fed from the inverter device 11 and the engine 1 is restarted by driving the motor. .

  The idle stop condition is, for example, that the brake pedal 41 is depressed, the accelerator pedal 43 is not depressed, the vehicle speed V is substantially zero, and the idle stop prohibition command signal is not output from the battery monitoring device 32. When in the state, it is determined that the condition is satisfied. Further, the idle start condition is satisfied when one of the idle stop conditions is not satisfied from the state where the idle stop condition is satisfied.

  Further, the idle stop control device 30 also determines the regeneration condition. The regeneration condition is, for example, that the condition is satisfied when the accelerator pedal 43 is not depressed, the engine speed is 1000 rpm or more, the vehicle speed V is 40 km / h or more, and the drive system and the engine 1 are connected and no fuel is consumed. to decide. When it is determined that the regeneration condition is satisfied, a regeneration command signal is output to the battery monitoring device 32.

  The battery monitoring device 32 detects the battery temperature, the battery voltage, and the battery current value of the 36V battery 16 with the battery temperature sensor 51, the battery voltmeter 52, and the battery ammeter 53, and the 36V battery is based on these detected values. 16 charge / discharge states are managed.

  The battery monitoring device 32 performs charging control by outputting a target voltage value (target voltage) to the motor generator control device 33 without directly controlling the power generation torque of the motor generator 15 during charging. Since the 36V battery 16 is also charged by regeneration or the like, the normal charging performed by the driving force of the engine 1 is performed with a voltage value corresponding to a preset battery remaining capacity of 70%. Is set to

  Further, when the regenerative command signal is input from the idle stop control device 30, the battery monitoring device 32 increases as the engine speed increases or the brake pedal force increases in accordance with the engine speed and the brake pedal force. A high target voltage is set, and the target voltage is output to the motor generator control device 33.

  Further, when the battery monitoring device 32 detects an overdischarge state from the voltage value of the 36V battery 16, the battery monitoring device 32 outputs an idle stop prohibition command signal to the idle stop control device 30 and executes a quick charge process. The discharging state is suppressed by charging at a voltage value higher than the normal charging voltage value.

  Further, when the battery monitoring device 32 detects an overcharged state from the current value of the 36V battery 16, the charging suspension process is performed in which charging by the motor generator 15 is not cut and charging is performed at a voltage value lower than the normal charging voltage value. Is executed.

  The motor generator control device 33 outputs an idle stop signal from the idle stop control device 30, and the target voltage, battery voltage, battery remaining capacity (battery SOC) based on the battery voltage and the 36V battery 16 from the battery monitoring device 32. Command information (rapid charging process, etc.) is input, and accelerator opening, engine speed, and vehicle speed are also input.

  Then, the control to be executed by the motor generator 15 is determined according to the above-described signals, and parameters necessary for these controls are output to the inverter device 11. Specifically, the motor generator control device 33 controls the inverter device 11 as a control mode as a stop time control mode, a constant voltage power generation control mode, a start time control mode (startup maximum torque control mode, start time zero torque control mode, Power generation control mode at start-up), control mode during sudden acceleration (zero torque control mode during sudden acceleration, power generation control mode during rapid acceleration) are commanded, and parameters required for each control mode (torque and rotation of motor generator 15) Number, charge command voltage VOD) is calculated and mapped and output. Further, from the inverter device 11, a state quantity of the motor generator 15 (torque, rotation speed, charging voltage of the motor generator 15) is input.

  Here, the control mode determined by the motor generator control device 33 is, for example, the following control mode.

1. Control mode when stopped:
When the motor generator 15 is rotating, the motor generator 15 is stopped by applying a brake, and when the motor generator 15 is stopped, the stopped state is maintained.

2. Maximum torque control mode at start-up:
In a mode that is executed until the engine 1 is started when an engine restart signal is input, the rotational speed of the motor generator 15 is referred to with reference to a previously stored map of torque and rotational speed of the motor generator 15. In this mode, a signal is output to the inverter device 11 so as to generate torque according to the control.

3. Zero torque control mode at start-up:
When it is determined that the engine has started, the motor generator is set until a zero torque time is set by referring to a map set in advance according to the required load, that is, the engine speed and the accelerator opening. 15 is a control mode in which neither driving force generation by 15 nor power generation is performed. The zero torque time described above is set to a longer time as the accelerator opening is larger and as the engine speed is smaller.

4). Power generation control mode at start-up:
After the start-up zero-torque control mode, the charging voltage is increased stepwise without suddenly setting the charging voltage commanded by the battery monitoring device 32.

5). Zero torque control during sudden acceleration:
When it is determined that the vehicle is in a sudden acceleration state, the zero torque time is determined by referring to a map set in advance according to the required load, that is, the engine speed and the accelerator opening, as in the above-described zero torque control mode at start Until the zero torque time elapses, the control mode is such that neither the driving force generation nor the power generation by the motor generator 15 is performed.

6). Power generation control mode during sudden acceleration:
After the above-described sudden acceleration zero-torque control mode, the charging voltage is increased stepwise without suddenly setting the charging voltage commanded by the battery monitoring device 32.

  Next, a connection circuit centering on the motor generator 15 and the inverter device 11 will be described.

  As shown in FIG. 2, the motor generator 15 has a stator coil 15a and a rotor coil 15b as a field coil that rotates integrally with the rotating shaft. The inverter device 11 includes an inverter control unit 61, an IPM (Intelligent Power Module) 62 in which the inverter main circuit is modularized, a field control circuit unit 63 as first field control means, and a regulator 67 as second field control means. Etc.

  The inverter control unit 61 is connected to the voltage value and current value on the circuit of the P terminal provided in the IPM 62, the voltage value of the low voltage system of 14V from the DC-DC converter 19, and the stator coil 15a of the motor generator 15. The voltage value, current value (input through the IPM 62) of any two terminals of the U, V, and W terminals, the rotation phase signal from the resolver 65 that detects the rotation phase of the rotation shaft of the motor generator 15, and the like are input.

  Further, from the motor generator control device 33, the above-described control modes, parameters necessary for each control mode (torque, rotation speed, charge command voltage of the motor generator 15) and the like are input. Further, the inverter control unit 61 outputs a state quantity of the motor generator 15 (torque, rotation speed, charging voltage of the motor generator 15) to the motor generator control device 33.

  Then, the inverter control unit 61 causes the IPM 62 to perform gate control based on the input current (inverter state), voltage, and rotor phase of each unit according to each input control mode, and the field control circuit unit 63. The field control is performed on the control mode, and the input control mode is performed.

  The field control circuit 63 and the regulator 67 are selectively connectable to the rotor coil 15b via a selection switch 66 as a switch means. The selection switch 66 has a contact that can be switched by operating the operation switch 68. In the initial state, the rotor coil 15b and the field control circuit unit 63 are connected.

  The IPM 62 has a well-known configuration in which a plurality of switching elements, their drive circuits, and various protection circuits are packaged, and drives an IGBT (Insurated Gate Bipolar Transistor) under set conditions. For each of the U, V, and W three-phase inverter terminals, the P terminal, which is the positive terminal of the main power supply terminal after smoothing of the rectifier converter, is connected to the 42V system wiring, and the N terminal, which is the negative terminal, is grounded ing. The gate is controlled by a signal from the inverter control unit 61 to drive the motor generator 15 and charge the motor generator 15.

  The field control circuit unit 63 has one input terminal connected to the P terminal of the IPM 62 and the other input terminal grounded. Based on the signal from the inverter control unit 61, the field control circuit unit 63 generates a field current for the rotor coil 15 b of the motor generator 15. When the motor generator 15 functions as a motor, the output torque is adjusted. When the motor generator 15 functions as a generator, the generated voltage is adjusted.

  The regulator 67 separates the motor generator 15 from the inverter control and is a stand-alone that executes only the power generation function. The regulator 67 internally includes a voltage (battery voltage) between the voltage dividing resistors 69a and 69b connected to the 42V power supply line. ) And a reference voltage (for example, 36 V) (not shown). In this comparator, the field current supplied to the rotor coil 15b is controlled so that the battery voltage becomes the reference voltage, and the power generation voltage of the motor generator 15 is adjusted.

  The operation switch 68 is disposed at a position where the driver can easily operate, such as a center console of the driver's seat. When the operation switch 68 is operated and the selection switch 66 is connected to the regulator 67 side, the supply of the field current from the field control circuit unit 63 to the rotor coil 15b stops, so that an abnormal signal is output to the inverter control unit 61. Is done.

  When the inverter control unit 61 receives an abnormal signal from the field control circuit unit 63, thereafter, the command from the motor generator control device 33 is canceled and all the gates are closed to the IPM 62, so that the motor function of the IPM 62 is made. The function is stopped and the function of only the rectification action of power generation by the motor generator 15 (power generation function) is set. When the inverter control unit 61 receives an abnormal signal from the field control circuit unit 63, a function restriction lamp provided on an instrument panel (not shown) is turned on to notify that the motor generator 15 is operating only with the power generation function.

  As a result, when the motor generator control device 33 breaks down, the idle stop function is stopped, but charging to the 36V battery 16 and the 12V battery 21 is continued, so that normal running is ensured and the motor generator 15 to the engine 1 Since an unnecessary driving force is not applied to the driving system, a high fail-safe function can be obtained.

  Next, the effect | action of this form by such a structure is demonstrated. For example, when the driver stops the vehicle while stepping on the brake, such as waiting for a signal, and the idle stop control device 30 determines that the idle stop condition is satisfied, an idle stop signal is sent to the engine control device 31. Is output.

  When receiving the idle stop signal from the idle stop control device 30, the engine control device 31 stops the engine 1 by fuel cut.

  At this time, when the driver transmits an uncomfortable feeling like the creep torque of a normal A / T vehicle from the brake pedal, that is, the engine 1 is stopped, the vehicle is advanced. When the torque to be applied is working, the operation switch 68 disposed on the center console or the like is operated to connect the selection switch 66 to the regulator 67 side.

  Then, an abnormal signal is output from the field control circuit unit 63 to the inverter control unit 61, and the inverter control unit 61 receives the abnormal signal from the field control circuit unit 63 and thereafter issues a command from the motor generator control device 33. Is canceled and all the gates are closed with respect to the IPM 62, and the IPM 62 is forcibly shifted from the idle stop mode having both the motor function and the power generation function to the restriction mode in which only the power generation function is limited. At the same time, a function restriction lamp provided on an instrument panel (not shown) is turned on, and the driver is notified that the operating state of the motor generator 15 is only the power generation function.

  When the selection switch 66 is connected to the regulator 67 while the vehicle is stopped, the motor generator 15 is in the restriction mode only for the power generation function, so unnecessary driving force is not generated for the drive system of the engine 1 and is transmitted to the driver. Discomfort is eliminated.

  After that, when restarting, it is necessary to turn on the starter switch once and start the engine 1 by the starter motor 17, but once the engine 1 is started, it can be run as a normal vehicle.

  At this time, the regulator 67 compares the battery voltage between the voltage dividing resistors 69a and 69b connected to the 42V power supply line with a reference voltage (for example, 36V) in the built-in comparator, and the battery voltage is compared with the reference voltage. Thus, the field current supplied to the rotor coil 15b is controlled to adjust the voltage generated by the motor generator 15.

  Thus, when the control mode is set to the power generation function only restriction mode, the idle stop function is stopped, but charging to the 36V battery 16 and the 12V battery 21 is continued, so that normal travel is ensured, and Application of unnecessary driving force from the motor generator 15 to the drive system of the engine 1 is also prevented.

  FIG. 3 is a circuit diagram corresponding to FIG. 2 according to the second embodiment of the present invention. In this embodiment, an operation switch 68 operated by a driver and an operation switch 71 operated by operation signals from a plurality of systems are connected to the selection switch 66 via an OR circuit 70. For example, when an abnormality of the inverter device 11 is detected by either the idle stop control device 30 or the motor generator control device 33 that is representative of the control system, an operation signal is output to the operation switch 71 and the selection switch 66 is set to the regulator 67. To switch to the limited mode from the idle stop mode.

  In the present embodiment, the operation switch 68 performed by the operator and the operation switch 71 whose control system detects and operates the abnormality of the inverter device 11 are connected to the selection switch 66 via the OR circuit 70. Therefore, the inverter device 11 Multiple abnormalities can be monitored, and higher reliability can be obtained.

  FIG. 4 shows a circuit diagram corresponding to FIG. 2 according to the third embodiment of the present invention. This embodiment is a modification of the second embodiment, in which the output port of the inverter control unit 61 is connected instead of the operation switch 71 of the second embodiment.

  In this embodiment, when the inverter control unit 61 detects an abnormality in the inverter device 11 (for example, temperature rise of the IPM 62), it outputs an operation signal, connects the selection switch 66 to the regulator 67 side, and sets the control mode to idle. Switch from stop mode to limit mode. Other functions and effects are the same as in the second embodiment.

  FIG. 5 is a circuit diagram corresponding to FIG. 2 according to the fourth embodiment of the present invention. In the third embodiment, the output port of the inverter control unit 61 and the operation switch 68 are connected to the selection switch 66 via the OR circuit 70. However, in this embodiment, the operation switch 68 is abolished and the inverter control unit 61 The selection switch 66 is directly operated by the drive signal output from the output port.

  In this embodiment, for example, when the inverter control unit 61 self-monitors the inverter device 11 and an abnormality such as a temperature rise of the IPM 62 is detected, an operation signal is output to the selection switch 66 and the rotor coil 15b is connected to the regulator 67. Connect and automatically switch control mode from idle stop mode to restricted mode.

  As described above, in the present embodiment, the inverter device 11 is self-monitored, and when an abnormality is detected, the mode is switched to the restriction mode. Can do.

  In addition, since only the abnormality of the inverter device 11 that is most likely to cause a failure is monitored, the product cost can be reduced by reducing the number of parts and simplifying the structure compared to the third embodiment. realizable.

  FIG. 6 is a circuit diagram corresponding to FIG. 2 according to the fifth embodiment of the present invention. This embodiment is a modification of the first embodiment.

  In the first embodiment, the driver operates the operation switch 68 to connect the selection switch 66 to the regulator 67 side to shift to the restriction mode. However, in this embodiment, when the operation switch 68 is operated, 66 is connected to the regulator 67 side, and outputs a signal (cancel signal) for canceling the idle stop mode to the inverter control unit 61.

  As a result, when the driver operates the operation switch 68 to connect the selection switch 66 to the regulator 67, a signal for canceling the idle stop mode is output from the inverter control unit 61 to the IPM 62 almost in synchronization therewith. Therefore, thereafter, the command from the motor generator control device 33 can be canceled, the IPM 62 can be closed immediately from the idle stop mode to the limit mode by closing all gates.

  In this embodiment, the switching of the field circuit of the motor generator 15 and the cancel command of the idle stop mode for the inverter device 11 are performed by the single operation switch 68, so that not only the operability is good, but also the number of parts is reduced. Since it can be reduced, cost can be reduced.

  The present invention is not limited to the above-described embodiments. For example, the selection switch 66 connects the rotor coil 15b of the motor generator 15 to the regulator 67 side by the operator manually operating the operation switch 68. Therefore, even when the inverter device 11 is operating normally, the control mode can be switched to the limit mode by operating the operation switch 68. Therefore, when the driver does not like the idle stop, the idle stop function can be easily canceled by operating the operation switch 68.

  Further, when the selection switch 66 is connected to the regulator 67 side, the vehicle speed is limited, and when the vehicle speed exceeds a certain set vehicle speed (for example, 40 km / h), the fuel is cut or an electronic throttle control device is mounted. In a vehicle, the throttle opening may be regulated to limit the output.

Overall configuration diagram of a vehicle having two different voltage systems according to the first embodiment The circuit diagram of the power supply system centering on the motor generator and inverter Circuit diagram corresponding to FIG. 2 according to the second embodiment Circuit diagram corresponding to FIG. 2 according to the third embodiment Circuit diagram corresponding to FIG. 2 according to the fourth embodiment Circuit diagram corresponding to FIG. 2 according to the fifth embodiment

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 11 Inverter apparatus 15 Motor generator 15b Rotor coil 16 36V battery 21 12V battery 30 Idle stop control apparatus 61 Inverter control part 63 Field control circuit part 66 Selection switch 67 Regulator

Agent Patent Attorney Susumu Ito

Claims (5)

A battery for storing electric power;
A motor generator having both a power generation function for generating electric power with the driving force of the engine and a motor function for driving by power feeding from the battery;
In a vehicle power supply system comprising: an inverter device that converts AC power generated by the motor generator into DC power, and converts DC power from the battery into AC power and supplies the AC power to the motor generator;
First field control means for setting the generated power or driving force of the motor generator;
Second field control means for operating only the power generation function of the motor generator;
A vehicle power supply system comprising switch means for selectively connecting the both field control means to a field coil of the motor generator.   2. The vehicle power supply device according to claim 1, wherein the switch means is initially set to connect the first field control means to the field coil.   3. The vehicle according to claim 2, wherein a plurality of operating signals for operating the switch means are provided, and the switch means connects the field coil and the second field control means with any one of the operating signals. Power system.   4. The vehicle power supply system according to claim 3, wherein one of the operation signals is a signal output when an abnormality output from an inverter control unit provided in the inverter device is detected. The motor generator is connected to the idle stop control means for automatically restarting the engine by driving the motor generator when the idle start condition is established, via the inverter device,
5. The vehicle power supply according to claim 2, wherein when an operation signal is output to the switch means, a cancel signal is output to the idle stop control means to stop the idle stop function. system.

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