JP2006174606A - Vehicular dynamo-electric machine system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular dynamo-electric machine system whose power-generating characteristics in a high speed are improved. <P>SOLUTION: A stator winding comprises two independent three-phase windings 3a, 3b. An inverter 101 is connected to the three-phase windings 3a, 3b. The inverter 101 consists of a group of semiconductor switching elements 101a connected to each of the three-phase windings and a group of rectifying elements 101b connected to the neutral point of the three-phase windings. When the dynamo-electric machine is driven as a motor, the inverter 101 converts a DC voltage into an AC voltage and supplies it to each three-phase winding. When the dynamo-electric machine is driven as a generator, an AC output voltage of the generator is converted into a DC voltage by synchronous rectification with the group of the semiconductor switches 101a of the inverter 101 or full-wave rectification with a flywheel diode and neutral point voltage rectification with the group of the rectifying elements 101b. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicular rotating electrical machine system, and more particularly to a vehicular rotating electrical machine system suitable for use in a vehicular AC generator.

  In a vehicular rotating electrical machine system using a conventional vehicular AC generator, for example, as described in Japanese Patent Application Laid-Open No. 2004-7964, a vehicular AC generator having a three-phase winding is driven by a three-phase inverter. Systems that do this are known.

JP 2004-7964 A

  However, in the vehicular rotating electrical machine system described in Japanese Patent Application Laid-Open No. 2004-7964, since the inverter has three phases, three-phase full-wave rectification occurs during power generation, and power generated by the third harmonic can be used in a high-speed region. Since this is not possible, there is a problem that power generation characteristics at high speed deteriorate.

  An object of the present invention is to provide a vehicular rotating electrical machine system with improved power generation characteristics at high speed.

(1) In order to achieve the above object, the present invention includes a rotor having permanent magnets arranged between the claw magnetic poles as auxiliary excitation, and a stator having at least two independent three-phase windings. A rotating electrical machine system, and an inverter connected to each of the three-phase windings, the inverter comprising: a semiconductor switching element group connected to each of the three-phase windings; When the rotary electric machine is driven as a motor, the inverter converts a DC voltage into an AC voltage to each of the three-phase windings. When supplying and driving the rotating electrical machine as a generator, the AC output voltage of the generator is set as synchronous rectification by a semiconductor switch group of the inverter or full-wave rectification by a flywheel diode, By a neutral point voltage rectification by flow element group, in which so as to convert into a DC voltage.
With this configuration, the power generation characteristics at high speed can be improved.

  (2) In the above (1), preferably, the auxiliary excitation permanent magnet provided in the rotor has a thickness at both ends thinner than that of the central portion.

  (3) In the above (1), preferably, the two independent three-phase windings are constituted by fractional and distributed windings.

  (4) In the above (3), preferably, the two independent three-phase windings are configured so that the rotor has 12 poles and 90 slots.

  (5) In the above (1), the skew pitch applied to the claw magnetic poles of the rotor is preferably such that the skew pitch on the rear side of the rotor is smaller than that on the front side of the rotor.

  (6) In the above (5), preferably, the skew pitch of the rotor is 3.0 on the front side and 2.0 on the rear side.

  (7) In the above (1), preferably, the rectifying element group includes a Zener diode.

(8) In order to achieve the above object, the present invention provides a rotor having permanent magnets arranged between the claw magnetic poles as auxiliary excitation, and a rotor having at least two independent three-phase windings. A rotating electrical machine system having an inverter connected to each of the three-phase windings, and the inverter includes a semiconductor switching element group connected to each of the three-phase windings; The rectifying element group is connected to the neutral point of the three-phase winding, the rotor has 12 poles, the stator has 90 slots, and the stator winding is configured by fractional distribution winding, When the rotary electric machine is driven as a motor, the inverter converts a DC voltage into an AC voltage and supplies the AC voltage to each of the three-phase windings. When the rotary electric machine is driven as a generator, the AC of the generator The output voltage is A full-wave rectified by the synchronous rectification or flywheel diode by a semiconductor switch group converter by a neutral point voltage rectified by the rectifying element groups, in which so as to convert into a DC voltage.
With this configuration, the power generation characteristics at high speed can be improved.

  According to the present invention, power generation characteristics at high speed can be improved.

Hereinafter, the configuration and operation of a vehicular rotating electrical machine system according to an embodiment of the present invention will be described with reference to FIGS.
First, the overall system configuration of the rotating electrical machine system for a vehicle according to the present embodiment will be described with reference to FIG.
FIG. 1 is a system configuration diagram of a vehicular rotating electrical machine system according to an embodiment of the present invention.

  A starter motor 53 is attached to the engine 52 and is used when the engine 52 is started. The starter motor 53 is activated when the driver operates the key switch 54. The power of the battery 55 is used as the power source.

  The positive terminal and the negative terminal of the battery 55 are also electrically connected to the vehicle alternator 100. The negative terminal of the battery 55 is connected to the vehicle body as a ground. The vehicular AC generator 100 transmits power to the engine 52 through the belt 50 through the crank pulley 51 and the pulley 8. The rotation direction of the belt 50 is a fixed direction, and the operation can be performed in two ways: when the vehicle alternator 100 is rotated by the engine 52 and when the vehicle alternator 100 rotates the engine 52. In the figure, thick lines indicate power lines and thin lines indicate signal lines.

  Inside the vehicle alternator 100, a drive unit 200 including an inverter circuit is provided. Signals between the drive unit 200 and the ECU (engine control unit) 60 include an engine start signal 61, a power generation command signal 62, and a rotation speed detection signal 63. The ECU 60 is connected with an accelerator signal 57 for detecting the amount of depression of the accelerator pedal 56 and a brake signal 59 for detecting the amount of depression of the brake pedal 58.

Next, the configuration of the vehicular AC generator 100 used in the vehicular rotating electrical machine system according to the present embodiment will be described with reference to FIG.
FIG. 2 is a block diagram showing a configuration of a vehicle AC generator used in the vehicle rotating electrical machine system according to the embodiment of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  The AC generator 100 is composed of two independent three-phase windings 3a and 3b. The two three-phase windings 3a and 3b are not connected to each other at the neutral point, and the phase of the in-phase coil of the three-phase winding is shifted by about 30 degrees in electrical angle. The illustration shows that the three-phase winding 3b is delayed by 30 degrees with respect to the three-phase winding 3a.

  The drive unit 200 built in the vehicle alternator 100 is equipped with an inverter unit 101 capable of operating a motor in a three-phase winding of the vehicle alternator and a regulator 102 for controlling the field winding current. Yes.

  The inverter unit 101 includes 12 inverter element groups (semiconductor switching elements; in the illustrated example, MOS-FET; IGBT can also be used) 101a and four rectifying element groups (in the illustrated example, diodes) 101b. Composed. Since the number of output terminals of the two three-phase windings 3a and 3b is 6, the number of inverter elements 101a of the inverter unit 101 is 12 elements in the upper arm and the lower arm, and terminals of each phase are at the center. Electrically connected. Further, the neutral points of the two three-phase windings 3a and 3b are respectively connected to the connection points of two diodes connected in series, and the neutral point potentials of the independent three-phase windings 3a and 3b are obtained. It is configured to allow full-wave rectification. When a Zener diode is used instead of the diode as the rectifier element 101b, the operation is performed so that the battery voltage does not become higher than the Zener voltage. Can be protected.

  An engine start signal 61 and a power generation command signal 62 are input from the ECU 60 to the regulator 102, and a rotation speed detection signal 63 is output to the ECU 60. The regulator 102 also includes a battery voltage detection signal 64 indicating the voltage of the battery 55, a diode voltage signal 66 that is a voltage across the diode included in the inverter unit 101, and a magnetic pole position signal detected by the magnetic pole position sensor 22. Is input, and the inverter unit 101 outputs a gate signal 65 for driving the inverter element. The regulator 102 controls the field current that flows through the field coil 6 of the AC generator 100.

  Next, the operation of the vehicular rotating electrical machine system shown in FIGS. 1 and 2 will be described.

  FIG. 1 shows that when the engine 52 is cold, the torque of the engine oil in the engine is high, so that a large torque is required to drive the engine. The motor 53 is driven to start the engine.

  On the other hand, when the engine is warmed up sufficiently, the viscosity of the engine oil decreases, so the frictional resistance of the engine is reduced and the engine can be started with a small force compared to the cold state. At the time of restart, the engine 52 is started from the AC generator 100. For example, when the driver removes his or her foot from the accelerator pedal 56 and depresses the brake pedal, the ECU 60 determines whether to stop the engine or maintain the idle state when the vehicle speed is zero and the vehicle speed is zero. For example, when the ECU 60 determines that there is a signal waiting or traffic jam, the engine is stopped. Next, when the driver removes his / her foot from the brake pedal 58 and steps on the accelerator pedal 56, the accelerator signal 57 is output to the ECU 60, so the ECU 60 sends the engine start signal 61 to the vehicle alternator 100. Is output to the drive unit 200 incorporated in the. The drive unit 200 includes an inverter unit 101 that can operate a motor and a regulator 102 that controls a field winding current in a three-phase winding of an AC generator for a vehicle, and an engine start signal 61 is turned on from the ECU 60. In such a case, the vehicle alternator 100 is rotated as a motor. At this time, since the engine 52 is connected to the vehicle alternator 100 with a pulley and a belt, the engine 52 can be rotated by the alternator 100 and the engine can be started. When the engine is started, the rotational speed detection signal 63 is returned from the drive unit 200 to the ECU 60, so the ECU 60 turns off the engine start signal 61 and turns on the power generation command signal 62 to drive the vehicle alternator 100 to the motor. Switch from operation to generator operation mode.

  With the above operation, the vehicular AC generator is roughly classified into two types: a case where it operates as a motor and a case where it operates as a generator.

Next, the configuration of the vehicular AC generator used in the vehicular rotating electrical machine system according to the present embodiment will be described with reference to FIG.
FIG. 3 is a cross-sectional view of a vehicular AC generator used in a vehicular rotating electrical machine system according to an embodiment of the present invention.

  The AC generator shown in FIG. 3 is a vehicular AC generator that can be driven by a motor as described above. Unlike a general vehicular AC generator, an inverter required for driving as a motor is incorporated. It is that.

  There are two cooling methods, a water cooling method using engine cooling water on the outer periphery of the stator and an air cooling method using an internal fan. Here, an air cooling method will be described. In order to improve the performance, a permanent magnet may be arranged between the claw magnetic poles.

  The pulley 8 is provided with a rotor 4 composed of claw magnetic poles 5a and 5b around a shaft 7 serving as a rotating part. The rotor 4 is provided with a field winding 6 wound on the inner peripheral side of the claw magnetic pole 5 and provided with cooling fans 14 and 15 on both end faces in the axial direction.

  On the outer peripheral side of the rotor 4, two sets of the stator 2 and the three-phase winding 3 described above are wound around the stator 2. The stator 2 is disposed so as to be sandwiched from the front and rear by the front bracket 9 and the rear bracket 10. The brackets 9 and 10 support the shaft 7 by bearings 12 and 13 so as to freely rotate.

  A direct current is supplied from a slip ring 18 and a brush 17 provided on the shaft 7 to the field winding 6 disposed in the rotor 4 to generate magnetization in the axial direction. Electric power is supplied to the brush 17 from an in-vehicle battery via the battery terminal 16. Therefore, when the claw magnetic pole 5a described above is an N pole, the claw magnetic pole 5b is an S pole. The intensity of the excitation magnetization of the claw magnetic pole 5 is proportional to the magnitude of the field current.

  A magnetic pole sensor 22 is disposed at the end of the shaft 7 opposite to the pulley and is used as a means for detecting the magnetic pole position of the rotor. A heat sink 20 is provided on the inner side of the rear cover 11 in contact with the rear bracket 10. A power element 21 constituting the inverter unit 101 provided in the drive unit 200 shown in FIG. 2 is mounted on the heat sink 20, and the heat loss of the power element 21 can be radiated to the heat sink 20. . The power module 19 includes a heat sink 20 and a power element 21.

Next, the configuration of the claw magnetic poles of the vehicular AC generator used in the vehicular rotating electrical machine system according to the present embodiment will be described with reference to FIGS. 4 and 5. FIG. 4 shows two poles of the claw magnetic pole of the rotor 4.
FIG. 4 is a perspective view showing the configuration of the claw magnetic poles of the vehicular AC generator used in the vehicular rotating electrical machine system according to the embodiment of the present invention. FIG. 5 is a perspective view showing the shape of a permanent magnet used in a vehicle AC generator used in a vehicle rotating electrical machine system according to an embodiment of the present invention. In addition, the same code | symbol as FIG. 3 has shown the same part.

  As shown in FIG. 4, a permanent magnet 25 is disposed between the claw magnetic pole 5a and the claw magnetic pole 5b. The shape of the permanent magnet 25 is a rectangular parallelepiped.

  As shown in FIG. 5, the permanent magnet 25 is different from the permanent magnets 25 a and 25 b in that the magnet center portion and the magnet end portion are different in thickness, and the magnet end portion is thinner than the center portion. Can do.

  In a 12V system having an idle stove function, since the power supply voltage is low, the induced voltage during motor operation must be designed to be lower than the power supply voltage, so the number of stator windings is designed to be small. There is a need. Therefore, the torque at low speed is reduced. As a countermeasure, a permanent magnet is arranged between the claw magnetic poles to increase the torque at low speed. However, if a permanent magnet is placed between the claw magnetic poles, the field winding wound on the inner circumference side will deteriorate, so the power generation characteristics will be less when the magnet is inserted on the high speed side than when there is no magnet. It will get worse.

  On the other hand, as described above, by reducing the thickness of the magnet end, it is possible to reduce the load on the tip of the claw of the magnet and improve the durability of the claw magnetic pole due to centrifugal force. Further, since the rotating electrical machine shown in FIG. 3 is a system that cools the stator winding 3 and the field winding 6 by an air cooling method, the inner peripheral side of the permanent magnet is reduced by reducing the thickness of the magnet end. It is possible to promote cooling of the field winding disposed in the. Therefore, it is possible to prevent deterioration of power generation characteristics at high speed. As the magnetization direction of the magnet, a magnet magnetized to have the same polarity as the magnetization direction formed by the field winding is incorporated, or magnetized after being assembled by the magnetizing yoke.

  In the permanent magnet 25a shown in FIG. 5A, for example, when the thickness H1 of the central portion is 8 mm, the thickness H2 of the end portion is 4 mm and the end portion is provided with an R. With this shape, the contact area with the claw magnetic poles 5a and 5b in contact with both sides can be increased, and the magnetic flux of the permanent magnet can be used effectively.

  On the other hand, in the permanent magnet 25b shown in FIG. 5B, for example, when the thickness H1 of the center portion is 8 mm, the thickness H2 of the end portion is 3 mm, and the thickness decreases linearly from the center portion to the end portion. Shape. In this shape, the thickness of the claw magnetic poles 5a and 5b on the free end side can be made thinner than that in FIG. 5A, so that the cooling efficiency is higher than that of the permanent magnet 25a, and the claw magnetic poles 5a and 5b Durability can be increased.

Next, with reference to FIG. 6 and FIG. 7, the connection of the coils of the stator winding of the vehicle alternator used in the vehicular rotating electrical machine system according to the present embodiment will be described.
FIG. 6 is a coil layout diagram of a stator winding of an automotive alternator used in a vehicular rotating electrical machine system according to an embodiment of the present invention. FIG. 7 is a connection diagram of a stator winding of a vehicular AC generator used in a vehicular rotating electrical machine system according to an embodiment of the present invention.

  Here, the number of slots of the stator is 90, the number of poles of the rotor is 12, and the number of slots per phase per pole is 2.5 (= 2 + (1/2)) fractional windings and fixed. An example in which the child winding is a distributed winding will be described. FIG. 6 shows an example of the coil arrangement, and shows 15 slots that are 1/6 of 90 slots. That is, it corresponds to two poles of the rotor. Here, in order to simplify the drawing, the stator 2 is illustrated as being linearly extended. FIG. 7A shows the three-phase winding 3a that is the first coil group, and FIG. 7B shows the three-phase winding 3b that is the second coil group.

  In FIG. 6, numbers in parentheses indicate slot numbers. The stator 2 includes a plurality of teeth 2T and a slot 2S formed between the teeth 2T, and the coil is disposed inside the slot 2S.

  Since the number of slots is 15 for two rotor poles, the electrical phase of one slot is 24 degrees. Further, the windings arranged in one slot are indicated by four conductors. The U-phase winding of the first coil group shown in FIG. 4 is composed of 10 conductors of 1U11 to 1U15 and 1U11-1 to 1U15- whose current directions are reversed. The U-phase winding constituting the second coil group is composed of 10 conductors 2U11 to 2U15 and 2U11− to 2U15−. Since there are two sets of three-phase windings, the total number of conductors shown is 60 conductors.

  As shown in FIG. 7A, the 1U phase, 1V phase, and 1W phase of the three-phase winding are each configured with a phase difference of 120 degrees in electrical angle. In addition, as shown in FIG. 6B, the 2U phase, the 2V phase, and the 2W phase are each configured with a phase difference of 120 degrees. As shown in FIG. 4, the 1U-phase coils 1U11 to 1U15 of the first coil group are divided into a slot number (1) and a slot number (2). At this time, 1U phase coil 1U11-1U14 is arrange | positioned at slot number (1), and 1U phase coil 1U15 is arrange | positioned at slot number (2). Therefore, as shown in FIG. 7A, the 1U phase coil 1U15 is 24 degrees out of phase with respect to the 1U phase coils 1U11 to 1U14. The phase of the 1U phase coils 1U11 to 1U15 as a whole is shifted by θ1 (= 4.8 degrees) with reference to the 1U phase coils 1U11 to 1U14.

  On the other hand, as shown in FIG. 6, the 2U-phase coils 2U11 to 2U15 of the second coil group are divided into the slot number (2) and the slot number (3). At this time, the 2U phase coils 2U11 to 2U13 are arranged in the slot number (2), and the 2U phase coils 2U14 and 2U15 are arranged in the slot number (3). Therefore, as shown in FIG. 7B, the 2U phase coils 2U14 and 2U15 are 24 degrees out of phase with respect to the 2U phase coils 2U11 to 2U13. The phase of the 2U phase coils 2U11 to 2U15 as a whole is shifted by θ2 (= 9.6 degrees) with reference to the 2U phase coils 1U11 to 1U14. Therefore, the phase difference θ3 between the 1U-phase coil and the 2U-phase coil is 28.8 degrees.

Next, the detailed configuration of the stator winding 3 and the inverter unit 101 of the vehicle AC generator used in the vehicle drive power generation system according to the present embodiment will be described with reference to FIG.
FIG. 8 is a circuit diagram showing a detailed configuration of a stator winding and an inverter part of a vehicle alternator used in a vehicle drive power generation system according to an embodiment of the present invention. 1 and 2 indicate the same parts.

  The two independent three-phase stator windings are composed of a first coil group 3a and a second coil group 3b that is electrically displaced by 28.8 degrees with respect to the first coil group 3a. The 6-phase coil of independent 3-phase winding is connected to 12 inverter elements U1 +, U1-, V1 +, V1-, W1 +, W1-, U2 +, U2-, V2 +, V2-, W2 +, W2-. Yes. In the figure, a MOS-FET is shown, but another switching element such as an IGBT may be used. The neutral points of the two independent three-phase windings 3a and 3b are connected to four diodes Y1 +, Y1-, Y2 +, and Y2-. A flywheel diode is arranged between the drain D and the source S of the MOS-FET.

  When the vehicle AC generator is operated as a motor, two sets of DC voltages of the battery 55 are switched by switching the switching timing of the MOS-FET based on the signal from the magnetic pole sensor 22 by a MOS inverter composed of the inverter element group 101a. Is then supplied to the coil groups 3a and 3b. At this time, the four diodes Y1 +, Y1-, Y2 +, Y2- (rectifier element group 101b) are not operating.

  Next, when operating as a generator, the gate signals of the inverter elements U1 +, U1-, V1 +, V1-, W1 +, W1-, U2 +, U2-, V2 +, V2-, W2 +, W2- are turned off, A DC voltage is obtained by generating full-wave rectification of the induced voltage generated in the coil groups 3a and 3b by a flywheel diode between the drain and source of the MOS-FET constituting the inverter element group 101a, and power can be generated. The generated voltage is controlled by increasing or decreasing the current flowing through the field winding 22 shown in FIG. The newly provided diodes Y1 +, Y1-, Y2 +, Y2- are used to rectify at the potential when the neutral point potential is higher than the power supply voltage when the rotational speed is high. Therefore, the effect appears when the rotational speed is, for example, 3000 r / min or more. Also, instead of rectification by a diode arranged between the drain and source of a MOS-FET, the gate signal of the MOS-FET is turned on and off in accordance with the induced voltage, and synchronous rectification by the MOS-FET with a small rectification loss is performed. You can also By performing synchronous rectification, loss can be reduced and rectification efficiency can be improved.

Next, the power generation characteristics in the vehicle drive power generation system according to the present embodiment will be described with reference to FIG.
FIG. 9 is an explanatory diagram of power generation characteristics in the vehicle drive power generation system according to the embodiment of the present invention. 9A and 9B, the vertical axis represents the generated current (A), and the horizontal axis represents time (s).

  FIG. 9A shows a calculation result of power generation characteristics when there is no neutral point diode at a rotational speed of 5000 r / min, that is, only by the inverter element group 101a of FIG.

  FIG. 9B shows a case where there is a neutral point diode at a rotational speed of 5000 r / min, that is, rectification by MOS rectification by the inverter element group 101a and neutral point voltage rectification by the rectification element group 101b in FIG. The calculation results of the power generation characteristics are shown.

  9A and 9B, the three lines shown at the bottom of the figure indicate the generated current for each phase of the U phase, the V phase, and the W phase. The line shown on the upper side indicates the generated current that is the sum of the three phases.

  In FIG. 9A, the total generated current of the three phases after time 5 s is about 280 A. On the other hand, in FIG. 9B, the total generated current of the three phases after time 5 s is about 310 A. Therefore, the output of about 10% is improved at the time of high rotation. Neutral point rectification has a large voltage ripple when there is one three-phase winding, and causes noise problems. However, by adding two three-phase windings and shifting the phase, the noise caused by increased voltage ripple can be reduced. The problem can be solved. Therefore, two independent Y connections are essential when neutral point rectification is performed.

Next, the shape of another claw-shaped magnetic pole used in the vehicle drive power generation system according to the present embodiment will be described with reference to FIG.
FIG. 10 is a developed plan view showing the shape of the claw-shaped magnetic pole in the vehicle drive power generation system according to the embodiment of the present invention. In addition, the same code | symbol as FIG. 3 has shown the same part.

  FIG. 10 shows the stator and the rotor developed in the circumferential direction. A thin line indicates the stator 2, and the wide teeth 2t and the narrow slots 2s are alternately positioned. The thick lines indicate the claw-shaped magnetic poles 5a and 5b of the rotor.

  10A, the front and rear skew pitches of the claw magnetic pole 5 in the rotation direction (arrow direction in the figure) are made equal, and the same skew pitch of 2.5 is set on the front and rear sides of the rotation. .

  On the other hand, in FIG. 10B, the skew pitch corresponding to the rear side of the rotation is 2 slots, the skew pitch of the front side of the rotation is 3 slots, and the skew pitch of the rear side of the rotation is made larger than the skew pitch of the front side of the rotation. By using such an unequal skew, the generated current can be increased by about 5%. However, in the case of such an unequal skew, the power generation output decreases when the rotation direction is reversed, but there is no problem because the vehicle AC generator of this system rotates only in one direction.

  In the above description, the vehicle AC generator having the function of driving the motor has been described. However, the same effect can be obtained when the MOS-FET is omitted and all the diode elements are used. Also in this case, by using a Zener diode as the diode to be used, the power supply voltage does not rise above the Zener voltage, so that the protection of the electric load can be realized.

As described above, in this embodiment, in the rotating electrical machine system having the idle stove function using the vehicle alternator, in addition to the conventional driving MOS inverter, it is configured by two independent Y connections. By connecting to the diode newly provided at the neutral point of the winding, the output during power generation can be improved at high speed. Further, by arranging a permanent magnet for auxiliary excitation between the claw magnetic poles, the output at low speed can be increased. Therefore, by arranging a permanent magnet for auxiliary excitation between the claw magnetic poles and providing a diode so that the neutral point of the three phases can be rectified, the power generation output can be improved in all speed ranges from the low speed range to the high speed range. .

1 is a system configuration diagram of a vehicular rotating electrical machine system according to an embodiment of the present invention. It is a block diagram which shows the structure of the alternating current generator for vehicles used for the rotary electric machine system for vehicles by one Embodiment of this invention. It is sectional drawing of the alternating current generator for vehicles used for the rotary electric machine system for vehicles by one Embodiment of this invention. It is a perspective view which shows the structure of the nail | claw magnetic pole of the alternating current generator for vehicles used for the rotary electric machine system for vehicles by one Embodiment of this invention. It is a perspective view which shows the shape of the permanent magnet used for the alternating current generator for vehicles used for the rotary electric machine system for vehicles by one Embodiment of this invention. It is a coil arrangement | positioning figure of the stator winding | coil of the alternating current generator for vehicles used for the rotary electric machine system for vehicles by one Embodiment of this invention. It is a connection diagram of the stator winding | coil of the alternating current generator for vehicles used for the rotary electric machine system for vehicles by one Embodiment of this invention. It is a circuit diagram which shows the detailed structure of the stator winding | coil and inverter part of the alternating current generator for vehicles used for the drive power generation system for vehicles by one Embodiment of this invention. It is explanatory drawing about the electric power generation characteristic in the drive electric power generation system for vehicles by one Embodiment of this invention. It is an expansion | deployment top view which shows the shape of the claw-shaped magnetic pole in the vehicle drive power generation system by one Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 ... Vehicle alternator 2 ... Stator 2t ... Teeth 2s ... Slot 3 ... Stator winding 3a ... First coil group 3b ... Second coil group 4 ... Rotor 5 ... Claw magnetic pole 6 ... Field winding 7 ... Shaft 8 ... Pulley 9 ... Front bracket 10 ... Rear bracket 11 ... Rear cover 12, 13 ... Bearing 14,15 ... Cooling fan 16 ... Battery terminal 17 ... Brush 18 ... Slip ring 19 ... Power module 20 ... Heat sink 21 ... Power element 22 ... Magnetic pole sensor 50 ... Belt 51 ... Crank pulley 52 ... Engine 53 ... Starter motor 54 ... Key switch 55 ... Battery 56 ... Accelerator pedal 57 ... Accelerator signal 58 ... Brake pedal 59 ... Brake signal 60 ... Engine control unit 61 ... Engine start signal 62 ... Power generation command signal 63 ... Rotational speed detection signal 64 ... Voltage detection signal 65 ... Gate signal 66 ... Phase voltage signal 102 ... Regulator 200 ... Driver

Claims (8)

Connected to each of the three-phase windings, and a rotating electric machine comprising a rotor having permanent magnets as auxiliary excitation disposed between the claw poles and a stator having at least two independent three-phase windings. A rotating electrical machine system having an inverter,
The inverter includes a semiconductor switching element group connected to each of the three-phase windings and a rectifying element group connected to a neutral point of the three-phase windings,
When driving the rotating electrical machine as a motor, the inverter converts a DC voltage to an AC voltage and supplies the AC voltage to each of the three-phase windings.
When driving the rotating electrical machine as a generator, the AC output voltage of the generator is set to synchronous rectification by a semiconductor switch group of the inverter or full-wave rectification by a flywheel diode, and neutral point voltage rectification by the rectifying element group; The rotating electrical machine system is characterized in that it is converted to a direct current voltage. In the rotating electrical machine system according to claim 1,
A vehicular rotating electrical machine system, wherein the auxiliary excitation permanent magnet provided in the rotor has a thickness at both ends thinner than that of a central portion. In the rotating electrical machine system according to claim 1,
The two independent three-phase windings are constituted by fractional and distributed windings. In the rotating electrical machine system according to claim 3,
The two independent three-phase windings have a rotor pole number of 12 and a slot number of 90. In the rotating electrical machine system according to claim 1,
The vehicular rotating electrical machine system according to claim 1, wherein the skew pitch applied to the claw magnetic poles of the rotor is smaller in the skew pitch on the rear side of the rotor than on the front side of the rotor. In the rotating electrical machine system according to claim 5,
A rotating electrical machine system for a vehicle, wherein a skew pitch of the rotor is 3.0 on the front side and 2.0 on the rear side. In the rotating electrical machine system according to claim 1,
The vehicular rotating electrical machine system according to claim 1, wherein the rectifying element group includes a zener diode. A rotating electrical machine composed of a rotor having permanent magnets as auxiliary excitation disposed between the claw magnetic poles and a rotor having at least two independent three-phase windings, and connected to each of the three-phase windings. A rotating electrical machine system having an inverter,
The inverter includes a semiconductor switching element group connected to each of the three-phase windings and a rectifying element group connected to a neutral point of the three-phase windings,
The rotor has 12 poles, the stator has 90 slots, and the stator winding is composed of fractional distribution windings;
When driving the rotating electrical machine as a motor, the inverter converts a DC voltage to an AC voltage and supplies the AC voltage to each of the three-phase windings.
When the rotating electrical machine is driven as a generator, the AC output voltage of the generator is set to synchronous rectification by a semiconductor switch group of the inverter or full-wave rectification by a flywheel diode, and neutral point voltage rectification by the rectifying element group. The rotating electrical machine system is characterized in that it is converted to a direct current voltage.

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