JP2011120326A - Generator for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a generator for vehicles, which prevents a failure reliably when connecting a battery reversely, and ensuring reliability. <P>SOLUTION: The generator 1 for vehicles includes: a stator including field winding 4 and pieces of stator winding 2, 3; a plurality of rectifier modules 5X, 5Y, 5Z, 6U, 6V, 6W; and a generation control unit 7. Each of the plurality of rectifier modules 5X, and the like includes: a high-side MOS transistor 50; a low-side MOS transistor 51; a MOS transistor 52 for protection; and a control circuit 54 for turning on and off the respective MOS transistors. Each rectifier module 5X, or the like, is formed, where the MOS transistors 50, 51, 52 are integrated with the control circuit 54. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicular generator mounted on a passenger car, a truck, or the like.

  Conventionally, when a battery is reversely connected to a vehicular generator, a large forward current flows through the diode constituting the rectifier, which may cause a failure. On the other hand, in the case of motors and ECUs, in view of the same problem, there is known a conventional technique that uses a MOS transistor or the like to cut off the connection at the time of reverse connection and suppress energization to the motor or ECU (for example, patent Reference 1-5). Recently, a vehicular generator is known that uses a MOS transistor as a rectifier to reduce rectification loss (see, for example, Patent Document 6).

JP 2004-274817 A JP 2001-224135 A JP 2002-95159 A JP 2007-82374 A JP 2009-194791 A JP-A-8-336259

  By the way, the generator for a vehicle is mounted on an engine and the temperature environment is severe, and there is a problem in terms of reliability in applying a short-term rated operation motor or a technique such as Patent Documents 1-5 used in an ECU. There is. In particular, the rectifier of the vehicular generator has a circuit configuration for full-wave rectification of at least three-phase alternating current, so that each rectifier element included in the rectifier is intermittently energized, and there is a period in which it does not energize, When the MOS transistor disclosed in Patent Documents 1-6 and the like is connected to a rectifier to try to prevent a reverse current, the current always flows through the MOS transistor during power generation. It becomes large with respect to the calorific value of the rectifying element included in the rectifier, and special measures are required in the cooling design, which is difficult to realize.

  The present invention was created in view of the above points, and an object of the present invention is to generate power for a vehicle that can reliably prevent failure and ensure reliability when a battery is reversely connected. Is to provide a machine.

  In order to solve the above-described problems, a vehicle generator according to the present invention includes a field winding for magnetizing a field pole of a rotor and a multiphase winding for generating an alternating voltage by a rotating magnetic field generated by the field pole. A plurality of rectifier modules provided corresponding to each of a plurality of output terminals of the stator windings, and a plurality of rectifier modules provided to correspond to each of the plurality of output terminals of the stator windings. And a power generation control device that controls a power generation voltage as an output voltage of the rectifier module. Each of the plurality of rectifier modules includes a first MOS transistor on the high side disposed on the positive terminal side of the battery, a second MOS transistor on the low side disposed on the negative terminal side of the battery, and a positive electrode of the battery. When the terminal and the negative terminal are reversely connected, they are connected in series between the source and drain of at least one of the first and second MOS transistors so as to block the current flowing through the first and second MOS transistors. The third MOS transistor and the first and second MOS transistors are turned on and off to control the current flowing through the stator winding, and the third MOS transistor is turned off when the battery is reversely connected. A control circuit that is normally turned on, and a first, second, and third MOS transistor and a control circuit As a unitary structure to form a plurality of rectifier modules.

  In correspondence with each of the plurality of output terminals of the stator winding, a high-side and low-side MOS transistor and a control circuit for controlling it are modularized, and a protection MOS transistor at the time of reverse connection of the battery is provided. By dispersively arranging the rectifier modules, current flowing through the high-side and low-side MOS transistors during reverse battery connection can be blocked to reliably prevent a failure. Further, since the thermal load and on / off timing of the protection MOS transistor can be made the same as those of the high-side and low-side MOS transistors, the reliability can be improved. Furthermore, since protective MOS transistors are distributed in each rectifier module, even if a failure occurs in one of them, the operation by the other rectifier module is continued and the power generation state is maintained. Can do.

  In addition, each of the plurality of rectifier modules described above detects the current detection means for detecting the current flowing through the rectifier module itself, the temperature detection means for detecting the temperature of the rectifier module itself, and the operating state of the first MOS transistor. At least one of first operation detection means, second operation detection means for detecting the operation state of the second MOS transistor, third operation detection means for detecting the operation state of the third MOS transistor, and external A communication means for communicating with the control device, and the communication means sends a detection result by any one of the battery voltage detection means, the current detection means, the temperature detection means, and the first, second and third operation detection means. In addition to transmitting to the external control device, communication between the communication means provided in each of the plurality of rectifier modules and the external control device is shared. It is desirable to perform with a communication line. By providing each rectifier module with a communication function, it becomes possible to detect the operating state or failure of each phase of each rectifier module or stator winding on the external control device side, so that the reliability can be further improved. it can.

  Further, the power generation control device described above has a communication function for communicating with the external control device, and the communication line for communication between the rectifier module and the external control device includes the power generation control device and the external control device. It is desirable to share a communication line used for communication with the apparatus. Conventionally, a method for performing communication between the power generation control device and the external control device has been adopted, so a communication function is added by using a proven communication method (communication means, communication protocol, communication line, etc.) Therefore, it is possible to prevent a decrease in reliability. Further, by using the communication line in common, the wiring and communication procedure can be simplified.

  Each of the plurality of rectifier modules described above further includes battery voltage detection means for detecting the voltage of the battery, and the control circuit cuts off an electric load mounted on the vehicle based on the detection result of the battery voltage detection means. It is desirable to turn off the third MOS transistor when a load dump surge generated at the time of detection is detected. Accordingly, it is possible to reliably prevent the load dump surge generated in the vehicular generator from being applied to the electronic device mounted on the vehicle, and thus it is possible to improve the safety of the electronic device.

  The third MOS transistor and the first or second MOS transistor described above are connected so that the drain side is common, and the first and second MOS transistors are the same as the third MOS transistor. When the first, second, and third MOS transistors are formed in the same size and distributed in a plurality of island portions of the lead frame, the drain sides are connected in common. The MOS transistors are mounted on the same island portion, the other MOS transistors are mounted on different island portions, the area of the plurality of island portions has a size proportional to the number of mounted MOS transistors, It has the same heat dissipation structure in the cross-sectional direction corresponding to the island part, and that of multiple rectifier modules It is desirable to seal with a molding resin components constituting the record. By using the same first, second and third MOS transistors, the cost can be reduced due to the mass production effect. Further, by making the heat dissipation design the same, it is possible to prevent the reliability from being lowered by mounting a protective MOS transistor (third MOS transistor).

  The third MOS transistor described above is arranged between the first MOS transistor and the positive terminal of the battery, and the rectifier module has a first anode between the gate and the source of the third MOS transistor. 1 diode, a second diode whose gate side is the anode between the gate and drain of the third MOS transistor, and a third MOS transistor when the emitter is connected to the source of the third MOS transistor and the battery is reversely connected. It is desirable to further include a transistor that performs gate charge discharge of the transistor. By adding a circuit that operates to discharge the gate charge only when the battery is reversely connected, it is possible to reliably turn off the protective MOS transistor at the time of reverse connection and to prevent adverse effects during normal connection. .

  The control circuit described above transmits a communication message indicating the occurrence of an abnormality from the communication means to the external control device when there is an abnormality in the operation state of the third MOS transistor detected by the third operation detection means. It is desirable to do. As a result, by providing a mechanism to notify the external control device when an abnormality occurs in the MOS transistor added for protection when the battery is reversely connected, it is possible to quickly cope with the occurrence of a malfunction due to the addition of a function. Become.

It is a figure which shows the structure of the generator for vehicles of one Embodiment. It is a figure which shows the structure of a rectifier module. It is a figure which shows the detailed structure of a control circuit. It is a figure which shows the detailed structure of the driver which drives the MOS transistor for protection. It is a figure which shows the operation | movement timing when a load dump surge generate | occur | produces. It is a figure which shows the operation timing when the off failure of the MOS transistor for protection generate | occur | produces. This is the operation timing when a short circuit failure occurs in the protective MOS transistor. It is a figure which shows the specific example of the communication message transmitted / received between a rectifier module and ECU. It is a top view which shows the mounting state of a rectifier module. It is sectional drawing which shows the mounting state of a rectifier module.

  Hereinafter, a generator for vehicles of one embodiment to which the present invention is applied will be described with reference to the drawings. FIG. 1 is a diagram illustrating a configuration of a vehicle generator according to an embodiment. As shown in FIG. 1, the vehicle generator 1 according to this embodiment includes two stator windings 2 and 3, a field winding 4, two rectifier module groups 5 and 6, and a power generation control device 7. It is configured.

  One stator winding 2 is a multiphase winding (for example, a three-phase winding composed of an X-phase winding, a Y-phase winding, and a Z-phase winding), and is wound around a stator core (not shown). It is disguised. Similarly, the other stator winding 3 is a multi-phase winding (for example, a three-phase winding composed of a U-phase winding, a V-phase winding, and a W-phase winding). The stator winding 2 is wound at a position shifted by 30 degrees in terms of electrical angle. In the present embodiment, a stator is constituted by these two stator windings 2 and 3 and the stator core.

  The field winding 4 is wound around a field pole (not shown) disposed opposite to the inner peripheral side of the stator core to constitute a rotor. The field pole is magnetized by passing an exciting current. The stator windings 2 and 3 generate an alternating voltage by a rotating magnetic field generated when the field pole is magnetized.

  One rectifier module group 5 is connected to one stator winding 2 and constitutes a three-phase full-wave rectifier circuit as a whole. The rectifier module group 5 includes rectifier modules 5X, 5Y, and 5Z corresponding to the number of phases of the stator winding 2 (three in the case of a three-phase winding). The rectifier module 5 </ b> X is connected to the X-phase winding included in the stator winding 2. The rectifier module 5 </ b> Y is connected to a Y-phase winding included in the stator winding 2. The rectifier module 5Z is connected to the Z-phase winding included in the stator winding 2.

  The other rectifier module group 6 is connected to one stator winding 3 and constitutes a three-phase full-wave rectifier circuit as a whole. The rectifier module group 6 includes a number of rectifier modules 6U, 6V, and 6W corresponding to the number of phases of the stator winding 3 (three in the case of a three-phase winding). The rectifier module 6U is connected to a U-phase winding included in the stator winding 3. The rectifier module 6V is connected to a V-phase winding included in the stator winding 3. The rectifier module 6 </ b> W is connected to the W-phase winding included in the stator winding 3.

  The power generation control device 7 controls the power generation voltage (output voltage of each rectifier module) of the vehicular generator 1 by controlling the excitation current that flows through the field winding 4. The power generation control device 7 is connected to the ECU 8 (external control device) via a communication terminal and a communication line, and uses bidirectional serial communication (for example, a LIN (Local Interconnect Network) protocol) with the ECU 8. LIN communication) and transmit or receive a communication message.

  The vehicle generator 1 of the present embodiment has such a configuration, and details of the rectifier module 5X and the like will be described next.

  FIG. 2 is a diagram illustrating a configuration of the rectifier module 5X. The other rectifier modules 5Y, 5Z, 6U, 6V, and 6W have the same configuration. As shown in FIG. 2, the rectifier module 5X includes three MOS transistors 50, 51, 52, a current detection element 53, and a control circuit 54. The MOS transistor 50 has a source connected to the X-phase winding of the stator winding 2 and a drain connected to the positive terminal of the battery 9 via the MOS transistor 52 (first MOS transistor). ). The MOS transistor 51 is a low-side switch element (second MOS transistor) whose drain is connected to the X-phase winding and whose source is connected to the negative terminal (earth) of the battery 9 via the current detection element 53. .

  The MOS transistor 52 is a switch element (third MOS transistor) inserted between the high-side MOS transistor 50 and the positive terminal of the battery 9 and having a drain connected to the drain side of the MOS transistor 50. Used for protection for reverse connection and load dump surge suppression. In the conventional configuration including only the MOS transistors 50 and 51, a large current flows through the body diode of the MOS transistors 50 and 51 when the battery 9 is reversely connected. By turning off, current flowing through the body diodes of the MOS transistors 50 and 51 can be blocked. In addition, when the battery 9 connected to the vehicle generator 1 is disconnected, a large load dump surge occurs in the X-phase winding of the stator winding 2, but at this time, by turning off the MOS transistor 52, It is possible to prevent a large surge voltage from being applied from the vehicle generator 1 to the electric loads 10, 12 and the like.

  FIG. 3 is a diagram showing a detailed configuration of the control circuit 54. As shown in FIG. 3, the control circuit 54 includes a control unit 100, a power supply 102, a battery voltage detection unit 110, operation detection units 120, 130, 140, a temperature detection unit 150, a current detection unit 160, drivers 170, 172, 174. The communication circuit 180 is provided.

  The power supply 102 starts operation when a predetermined phase voltage is generated in the X-phase winding of the stator winding 2 as the engine is started, and supplies the operating voltage to each element included in the control circuit 54. This operation itself is the same as the operation conventionally performed in the power generation control device 7, and can be realized by using the same technique.

  The driver 170 has an output terminal (G1) connected to the gate of the high-side MOS transistor 50, and generates a drive signal for turning on and off the MOS transistor 50. Similarly, the driver 172 has an output terminal (G2) connected to the gate of the low-side MOS transistor 51, and generates a drive signal for turning the MOS transistor 51 on and off. The driver 174 has an output terminal (G3) connected to the gate of the protection MOS transistor 52, and generates a drive signal for turning the MOS transistor 52 on and off.

  The battery voltage detection unit 110 (battery voltage detection means) includes a differential amplifier and an analog-digital converter (AD) that converts its output into digital data, and data corresponding to the voltage at the positive terminal of the battery 9. Is output. The control unit 100 detects the occurrence of a high voltage surge such as a load dump based on this data.

  The operation detection unit 120 (first operation detection means) includes a differential amplifier and an analog-digital converter (AD) that converts its output into digital data. Data corresponding to the drain voltage (voltage between the B-C terminals in FIGS. 2 and 3) is output. Based on this data, the control unit 100 monitors the operating state of the MOS transistor 50 corresponding to the driving state of the driver 170, and appropriately controls the MOS transistor 50 and detects a failure.

  The operation detection unit 130 (second operation detection means) includes a differential amplifier and an analog-digital converter (AD) that converts its output into digital data. The source / drain of the low-side MOS transistor 51 Data corresponding to the inter-voltage (voltage between the C-D terminals in FIGS. 2 and 3) is output. Based on this data, the control unit 100 monitors the operating state of the MOS transistor 51 corresponding to the driving state of the driver 172, and appropriately controls the MOS transistor 51 and detects a failure.

  The operation detection unit 140 (third operation detection means) includes a differential amplifier and an analog-digital converter (AD) that converts the output thereof into digital data, and the source of the MOS transistor 52 used for protection. Outputs data corresponding to the drain voltage (voltage between terminals A and B in FIGS. 2 and 3). Based on this data, the control unit 100 monitors the operating state of the MOS transistor 52 corresponding to the driving state of the driver 174, and appropriately controls the MOS transistor 52 and detects a failure.

  The temperature detection unit 150 (temperature detection means) includes a constant current source, a diode, a differential amplifier, and an analog-digital converter (AD) that converts the output into digital data. Data corresponding to the directional voltage drop is output. The control unit 100 detects the temperature of the rectifier module 5X based on this data.

  The current detection unit 160 (current detection unit) includes a differential amplifier and an analog-digital converter (AD) that converts the output thereof into digital data. The voltage across the current detection element 53 (for example, a resistor) (see FIG. 2 and data corresponding to the voltage between the D and GND terminals in FIG. The control unit 100 detects a current flowing between the source and drain of the low-side MOS transistor 51 based on this data.

  The communication circuit 180 (communication means) is a communication means similar to the power generation control device 7, and is commonly connected to a communication terminal and a communication line that connect between the power generation control device 7 and the ECU 8. And bi-directional serial communication (for example, LIN communication using the LIN protocol) to transmit or receive a communication message.

  For example, considering a case where a communication message is transmitted / received to / from the ECU 8 at a communication frequency of about 20 ms per communication, communication can be performed 50 times per second. Therefore, even if six communication modules 5X and the like are added in this embodiment and the transmission / reception of communication messages therefor increases, communication messages and diagnostic information including the power generation state between the power generation control device 7 and the ECU 8 are displayed. It can be said that there is no problem in power generation control for transmitting and receiving communication messages.

  FIG. 4 is a diagram showing a detailed configuration of the driver 174 that drives the protection MOS transistor 52. Note that the driver 174 shown in FIG. 4 also serves as the driver 170 that drives the high-side MOS transistor 50, and the circuit configuration can be simplified to the extent that the individual driver 170 is unnecessary.

  As shown in FIG. 4, the driver 174 includes a booster circuit 200, a gate discharge circuit 202, a transistor 204, a Zener diode 206, and diodes 208, 210, 212, and 214. The booster circuit 200 and the gate discharge circuit 202 are conventionally used to drive the high-side MOS transistor 50 and the like. A drive signal corresponding to the control signal input from the control unit 100 is generated by the booster circuit 200 and input to the gates of the MOS transistors 52 and 50. Further, the gate charge is discharged through the gate discharge circuit 202 when the MOS transistors 52 and 50 are in the OFF state.

  In view of the gate (G3) of the protection MOS transistor 52, a current blocking diode 210 (second diode) is provided so that no current flows between the gate and source of the MOS transistor 52 when the battery 9 is reversely connected. In series with the gate and source, the gate side is arranged as an anode. Further, a diode 208 (first gate) is arranged between the gate and source of the MOS transistor 52 connected to the negative terminal of the battery 9 in the reverse connection in a direction to discharge the gate charge of the MOS transistor 52 (so that the gate side becomes an anode). Diode). Thereby, at the time of reverse connection, the gate potential can be controlled only on the side where the gate charge of the MOS transistor 52 is discharged. Further, an NPN transistor 204 is disposed between the diode 208 and the source of the MOS transistor 52 in order to discharge the gate charge of the MOS transistor 52 during reverse connection. Therefore, the base current flows to the transistor 204 through the diode 214 connected to the GND terminal only at the time of reverse connection. At this time, the gate charge of the MOS transistor 52 is discharged, and the MOS transistor 52 is surely connected at the time of reverse connection. Can be turned off.

  The diode 208 and the like described above may be any device as long as a current can flow in only one direction, but the diode is relatively easy to obtain and inexpensive. The transistor 204 may be a switching element other than the NPN type as long as the gate charge can be discharged, and can also be configured by an N channel type MOSFET similar to the MOS transistor 52 or the like. However, considering the possibility of being initially clamped at a low voltage when the battery 9 is reversely connected, it is desirable to use an NPN transistor 204 having a lower on / off threshold than the MOS transistor 52 or the like.

  In the configuration shown in FIG. 4, when the battery 9 is reversely connected, the diode 212 is connected to the GND terminal in order to prevent the current from flowing into the gate of the MOS transistor 52 due to the sneak current through the booster circuit 200 and the gate discharge circuit 202. On the side. By blocking the sneak current in this manner, the required drive capability of the transistor 204 can be lowered, and the protection effect using the MOS transistor 52 can be further enhanced by increasing the gate charge discharge capability.

  As described above, in the vehicular generator 1 according to this embodiment, the high-side and low-side MOS transistors correspond to the plurality of output terminals corresponding to the respective phase windings of the stator windings 2 and 3. 50 and 51 and a control circuit 54 for controlling the module, and by disposing the MOS transistors 52 for protection when the battery is reversely connected to each rectifier module, the high-side side and the low-side side are connected when the battery is reversely connected. The current flowing through the MOS transistors 50 and 51 can be blocked to reliably prevent the occurrence of a failure. Further, since the thermal load and on / off timing of the protection MOS transistor 52 can be made the same as those of the high-side and low-side MOS transistors 50 and 51, the reliability can be improved. Furthermore, since the protective MOS transistors 52 are distributed in each rectifier module, even if a failure occurs in one of them, the operation by the other rectifier module is continued and the power generation state is maintained. be able to.

  In addition, by providing each rectifier module with a communication function, the ECU 8 side can detect the operating state and failure of each phase of each rectifier module and the stator windings 2 and 3, further improving reliability. Can be made.

  Further, communication between each rectifier module and the ECU 8 is performed using a communication method (communication means, communication protocol, communication line, etc.) that has been conventionally performed between the power generation control device 7 and the ECU 8. Therefore, it is possible to prevent a decrease in reliability due to the addition of a communication function. Further, by using the communication line in common, the wiring and communication procedure can be simplified.

  Further, each rectifier module is provided with a battery voltage detection unit 110, and when the load dump surge is detected, the MOS transistor 52 is turned off, so that the load dump surge generated in the vehicle generator 1 is applied to the electronic device mounted on the vehicle. Since this can be reliably prevented, the safety of the electronic device can be enhanced.

  Further, by adding a circuit that operates so as to discharge the gate charge only when the battery 9 is reversely connected, the protective MOS transistor 52 is surely turned off at the time of reverse connection, and no adverse effect is caused at the time of normal connection. can do.

  FIG. 5 is a diagram illustrating the operation timing when a load dump surge occurs. As the electric load 12 on the vehicle side, for example, the operation state of each part when the operation of a high-current motor that is attached is cut off is shown. Even if the load current when the electric load 12 is cut off suddenly decreases (FIG. 5 (A)), the output of the vehicle generator 1 is not rapidly attenuated (FIG. 5 (B)). 1 generates a high surge voltage, and this surge voltage may be applied to another electrical load 10. In such a case, a surge voltage is generated until the exciting current of the field winding 4 is attenuated. In this embodiment, the control unit 100 outputs data output from the battery voltage detection unit 110 (FIG. 5D )), The battery voltage (FIG. 5C) is monitored, and when the battery voltage exceeds a predetermined value (for example, 16V), an instruction is sent to the driver 174 and a low-level drive signal is input to the gate of the MOS transistor 52 Then (FIG. 5F), the MOS transistor 52 is turned off.

  The data output from the operation detector 140 at this time (data corresponding to the source-drain voltage of the MOS transistor 52, FIG. 5E) is high because the train voltage of the MOS transistor 52 becomes a surge voltage. Indicates the value. The control unit 100 monitors the output data of the operation detection unit 140, and when the surge voltage drops to a voltage level that is not dangerous (for example, the source-drain voltage of the MOS transistor 52 is 2 V or less), the MOS unit again The transistor 52 is turned on to operate to supply power to the battery 9. Thereby, it can prevent that the battery 9 discharges more than necessary.

  FIG. 6 is a diagram showing the operation timing when an off failure of the protection MOS transistor 52 occurs. After the power supply 102 starts operating and supply of operating power to each unit is started (FIG. 6A), the MOS transistor 52 is turned on (FIG. 6B). In this state, the output data of the operation detector 140 corresponding to the source-drain voltage of the MOS transistor 52 is a small value (FIG. 6C). However, when the MOS transistor 52 is turned off due to some failure, the output data of the operation detection unit 140 changes to a large value (FIG. 6C). When the control unit 100 detects that the output data of the operation detection unit 140 is larger than a predetermined threshold (for example, a value corresponding to 1 V in the source-drain voltage of the MOS transistor 52), the MOS transistor 52 An abnormality is determined to indicate that an off failure has occurred. Thereafter, a communication message notifying the abnormality is transmitted from the communication circuit 180 to the ECU 8 (FIG. 6D).

  Since the protective MOS transistors 52 are distributed in each of the six rectifier modules 5X and the like, even if one MOS transistor 52 is turned off, the remaining five rectifier modules are used. The supplied power will be continued. Therefore, the battery 9 does not immediately become overdischarged, and the ECU 8 can give an alarm to the driver after grasping such an abnormal state, and take measures such as replacing parts early. Can be encouraged.

  FIG. 7 shows the operation timing when a short-circuit failure occurs in the protective MOS transistor 52. For example, when the source and gate of the MOS transistor 52 are short-circuited before the rectifier module 5X or the like is activated, the delay time T until the MOS transistor 52 is turned on immediately after the activation (FIG. 7B) Is set to an appropriate value (for example, 50 ms), by observing the source-gate voltage of the MOS transistor 52 (output data of the operation detection unit 140) during this period (FIG. 7C), this short-circuit failure is detected. It becomes possible to detect. That is, when the voltage between the source and gate of the MOS transistor 52 is small in a state where the MOS transistor 52 is not turned on, the control unit 100 performs an abnormality determination that a short failure has occurred in the MOS transistor 52.

  On the other hand, when a short-circuit failure of the MOS transistor 52 occurs not after the start but after the start, it is determined by determining that the output data of the operation detection unit 140 is an unstable value (FIG. 7D). The unit 100 can detect a short circuit failure of the MOS transistor 52. For example, the value of the output data of the operation detection unit 140 changes in conjunction with the on / off state of the MOS transistor 52 or the MOS transistor 51, but is not synchronized when a short fault occurs in the MOS transistor 52. By determining such a state, a short circuit failure can be detected. If a communication message notifying the abnormality is transmitted from the communication circuit 180 to the ECU 8 after the abnormality is determined, the ECU 8 may issue a warning to the driver after grasping such an abnormal state. This makes it possible to promptly take countermeasures such as parts replacement.

  FIG. 8 is a diagram illustrating a specific example of a communication message transmitted / received between each rectifier module and the ECU 8. 8A shows a transmission frame configuration of a communication message transmitted from the rectifier module 5X or the like to the ECU 8, and FIG. 8B shows a reception frame of a communication message transmitted from the ECU 8 to the rectifier module 5X or the like. Each configuration is shown.

  As shown in FIG. 8A, the transmission frame includes a sync break, a synchronization field, an ID (identification) field, an abnormal operation, a temperature, a current, and a voltage. “Operational abnormality” is information indicating the presence / absence of abnormality of the MOS transistor 52 and the other MOS transistors 50 and 51 and the type of abnormality that has occurred. “Temperature, current, voltage” is information detected based on output data of the temperature detection unit 150, the current detection unit 160, and the battery voltage detection unit 110.

  As shown in FIG. 8B, the received frame includes a sync break, a synchronization field, an ID field, an operation mode, and a phase angle. By receiving the control phase angle (timing to turn on and off) and the type of operation mode from the ECU 8 for the MOS transistors 50, 51 and 52, the synchronous rectification mode in which power generation efficiency is emphasized or the stator winding 2 is emphasized in consideration of output current. Regenerative power generation used as a brake to reduce the engine speed by increasing the torque load by reducing the efficiency of the vehicular generator 1 in the opposite direction by generating a current at maximum power by flowing a current with respect to the phase voltage Various power generation operations such as modes are possible.

  Next, the structure of the rectifier module 5X will be described. FIG. 9 is a plan view showing a mounted state of the rectifier module 5X. FIG. 10 is a cross-sectional view showing a mounted state of the rectifier module 5X. The other rectifier modules 5Y and the like have the same planar structure and cross-sectional structure.

  9 and 10, the high-side MOS transistor 50, the low-side MOS transistor 51, and the protection MOS transistor 52 are formed in the same size by the same manufacturing method. The MOS transistor 50 and the MOS transistor 52 having a common drain are mounted on the same island a of the lead frame, and the MOS transistor 51 is mounted on the island b. The areas of these two islands a and b are set so that the area ratio is proportional to the number of mounted MOS transistors, that is, the area of the island a is twice the area of the island b. Furthermore, the islands a and b on which the MOS transistors 50, 51, and 52 are mounted all have the same heat dissipation structure (such as the arrangement of the heat sink) in the cross-sectional direction, and the entire components constituting the rectifier module 5X are made of mold resin. It is packaged by sealing.

  By using the same MOS transistors 50, 51 and 52, the cost can be reduced due to the mass production effect. Further, by making the heat radiation design the same, it is possible to prevent the reliability from being lowered by mounting the protective MOS transistor 52.

  In addition, this invention is not limited to the said embodiment, A various deformation | transformation implementation is possible within the range of the summary of this invention. For example, in the above-described embodiment, the two stator windings 2 and 3 and the two rectifier module groups 5 and 6 are provided. However, the vehicle including one stator winding 2 and one rectifier module group 5 is provided. The present invention can also be applied to power generators. In the above-described embodiment, the vehicle generator 1 including the two Y-connected stator windings 2 and 3 has been described. However, the vehicle generator including the Δ-connected stator winding is also described. The present invention can be applied.

  As described above, according to the present invention, the battery is modularized with the high-side and low-side MOS transistors and the control circuit for controlling the MOS transistors corresponding to each of the plurality of output terminals of the stator winding, and the battery. Distributing protective MOS transistors during reverse connection to each rectifier module can prevent current from flowing through the high-side and low-side MOS transistors during battery reverse connection and reliably prevent failure. it can. Further, since the thermal load and on / off timing of the protection MOS transistor can be made the same as those of the high-side and low-side MOS transistors, the reliability can be improved. Furthermore, since protective MOS transistors are distributed in each rectifier module, even if a failure occurs in one of them, the operation by the other rectifier module is continued and the power generation state is maintained. Can do.

DESCRIPTION OF SYMBOLS 1 Vehicle generator 2, 3 Stator winding 4 Field winding 5, 6 Rectifier module group 5X, 5Y, 5Z, 6U, 6V, 6W Rectifier module 7 Power generation control apparatus 8 ECU
9 Battery 10, 12 Electric load 50, 51, 52 MOS transistor 53 Current detection element 54 Control circuit 100 Control unit 102 Power supply 110 Battery voltage detection unit 120, 130, 140 Operation detection unit 150 Temperature detection unit 160 Current detection unit 170, 172 174 Driver 180 Communication circuit 200 Booster circuit 202 Gate discharge circuit 204 Transistor 206 Zener diode 208, 210, 212, 214 Diode

Claims (7)

Field windings to magnetize the rotor field poles;
A stator having a stator winding as a multiphase winding that generates an alternating voltage by a rotating magnetic field generated by the field pole;
A plurality of rectifier modules provided corresponding to each of the plurality of output terminals of the stator winding;
A power generation control device for controlling a power generation voltage as an output voltage of the plurality of rectifier modules by controlling an excitation current flowing in the field winding,
Each of the plurality of rectifier modules is
A first MOS transistor on the high side disposed on the positive terminal side of the battery;
A second MOS transistor on the low side disposed on the negative terminal side of the battery;
At least one source / drain of the first and second MOS transistors so as to block a current flowing through the first and second MOS transistors when the positive terminal and the negative terminal of the battery are reversely connected. A third MOS transistor connected in series between,
The current flowing in the stator winding is controlled by turning on and off the first and second MOS transistors, and the third MOS transistor is turned off when the battery is reversely connected, and is turned on when other normal connections are made. A control circuit to
And the first, second and third MOS transistors and the control circuit are formed as an integral structure to form each of the plurality of rectifier modules. In claim 1,
Each of the plurality of rectifier modules is
Current detecting means for detecting a current flowing through the rectifier module itself, temperature detecting means for detecting the temperature of the rectifier module itself, first operation detecting means for detecting an operating state of the first MOS transistor, and At least one of second operation detection means for detecting the operation state of the second MOS transistor, and third operation detection means for detecting the operation state of the third MOS transistor;
A communication means for communicating with an external control device;
The detection result by any of the battery voltage detection means, the current detection means, the temperature detection means, and the first, second and third operation detection means is directed to the external control device by the communication means. A vehicular generator that transmits and performs communication between the communication means provided in each of the plurality of rectifier modules and the external control device using a common communication line. In claim 2,
The power generation control device has a communication function of performing communication with the external control device,
A communication line for performing communication between the rectifier module and the external control device is common to a communication line used for performing communication between the power generation control device and the external control device. Vehicle generator. In any one of Claims 1-3,
Each of the plurality of rectifier modules further comprises battery voltage detection means for detecting the voltage of the battery,
The control circuit turns off the third MOS transistor when detecting a load dump surge generated when an electric load mounted on the vehicle is cut off based on a detection result of the battery voltage detecting means. A vehicular generator characterized by that. In any one of Claims 1-4,
The third MOS transistor and the first or second MOS transistor are connected so that the drain side is common,
The first and second MOS transistors and the third MOS transistor are formed in the same manufacturing method and the same size,
When the first, second, and third MOS transistors are distributed and arranged in a plurality of island portions of the lead frame, the MOS transistors connected so that the drain side is common are mounted on the same island portion. The other MOS transistors are mounted on different island portions, and the area of the plurality of island portions has a size proportional to the number of mounted MOS transistors,
A vehicular generator characterized by having the same heat dissipation structure in a cross-sectional direction corresponding to the plurality of island portions, and sealing a part constituting each of the plurality of rectifier modules with a mold resin. In any one of Claims 1-5,
The third MOS transistor is disposed between the first MOS transistor and a positive terminal of the battery;
The rectifier module includes: a first diode having a gate side as an anode between the gate and source of the third MOS transistor; and a second diode having a gate side as an anode between the gate and drain of the third MOS transistor. A vehicle generator, further comprising: a diode; and a transistor that connects an emitter to a source of the third MOS transistor to discharge a gate charge of the third MOS transistor when the battery is reversely connected. In claim 2,
The control circuit, when there is an abnormality in the operation state of the third MOS transistor detected by the third operation detection means, sends a communication message indicating the occurrence of an abnormality from the communication means to the external control device. A vehicular generator characterized by transmitting.

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