JP2015084615A - Rotary electric machine for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rotary electric machine for a vehicle capable of avoiding an excessive power generation state when using a rotor including a permanent magnet.SOLUTION: A rotary electric machine 100 for a vehicle comprises: a rotor 20 including a permanent magnet 29; a stator 14; MOS module groups 3A and 3B as a power converter; and a first power generation suppression unit 84 and a second power generation suppression unit 88. The first power generation suppression unit 84 suppresses power generation by controlling the current to be supplied to a field winding 2 so as to cancel a magnetic flux generated by the permanent magnet 29. The second power generation suppression unit 88 generates power by controlling the on/off of the MOS transistors 30 and 31 included in the power converter so as to cancel a magnetic flux generated by the permanent magnet 29.

Description

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

  2. Description of the Related Art Conventionally, there is known a power generator that includes a rotor including a field winding and a permanent magnet, and suppresses unnecessary generated power by reversing the direction of the current in the field winding ( For example, see Patent Document 1.) In this power generator, by controlling both the energization direction and the current to the field winding, the magnetic flux of the field winding can be counteracted by acting in the opposite direction to the magnetic flux of the permanent magnet. Yes, power generation during power generation suppression can be stopped or reduced.

Japanese Patent No. 3063106

  By the way, in the electric power generating apparatus disclosed in Patent Document 1, since the magnetic flux of the permanent magnet is canceled by reversing the energization direction to the field winding, when the circuit that reverses this energization direction fails There was a problem that power generation could not be suppressed. In this case, since the vehicle generator is overpowered and the output voltage is increased, there is a risk of overcharging.

  The present invention was created in view of the above points, and an object of the present invention is to provide a vehicular rotating electrical machine that can avoid an overpower generation state when a rotor including a permanent magnet is used. is there.

  In order to solve the above-described problem, a rotating electrical machine for a vehicle according to the present invention includes a rotor, a stator, a power converter, and first and second power generation suppressing units. The rotor has field windings and permanent magnets. The stator has a stator winding that generates an alternating voltage by a rotating magnetic field generated by the rotor. The power converter converts the AC voltage generated in the stator winding into a DC voltage by turning on and off the switching element. The first power generation suppression unit performs power generation suppression by controlling the current supplied to the field winding so as to cancel the magnetic flux generated by the permanent magnet. The second power generation suppressing unit performs power generation suppression by on / off controlling a switching element included in the power converter so as to cancel the magnetic flux generated by the permanent magnet. Even when a rotor having a permanent magnet is used, it is possible to reliably avoid an overpower generation state by providing two types of power generation suppression units.

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 MOS module. It is a figure which shows the structure of an H bridge circuit. It is a figure which shows the specific example of arrangement | positioning of a rotation angle sensor. It is sectional drawing which shows a rotor and a stator. It is a perspective view of a rotor. It is a figure which shows the structure which performs electric power generation suppression. It is a figure which shows the specific structural example of a control circuit. It is a figure which shows the specific structure of the 2nd electric power generation suppression part in a control circuit.

  Hereinafter, a rotating electrical machine for a vehicle according to an embodiment to which the present invention is applied will be described with reference to the drawings. As shown in FIG. 1, a rotating electrical machine 100 for a vehicle according to an embodiment includes two stator windings 1A and 1B, a field winding 2, two MOS module groups 3A and 3B, a UVW phase driver 4A, and an XYZ phase. A driver 4B, an H bridge circuit 5, an H bridge driver 6, a rotation angle sensor 7, a control circuit 8, an input / output circuit 9, a power supply circuit 10, a diode 11, and a capacitor 12 are configured. The vehicular rotating electrical machine 100 is called an ISG (Integrated Starter Generator), and has both a function of an electric motor and a function of a generator.

  One stator winding 1A is a three-phase winding including a U-phase winding, a V-phase winding, and a W-phase winding, and is wound around the stator core 16 (FIG. 5). Similarly, the other stator winding 1B is a three-phase winding composed of an X-phase winding, a Y-phase winding, and a Z-phase winding, and is connected to the stator core 16 and the stator winding 1A. On the other hand, it is wound at a position shifted by 30 degrees in electrical angle. In the present embodiment, the stator 14 is constituted by these two stator windings 1A, 1B and the stator core 16, and an alternating voltage is generated in the stator windings 1A, 1B by a rotating magnetic field generated by the rotor. doing. The number of phases of each of the stator windings 1A and 1B may be other than three.

  The field winding 2 is for generating a magnetic field in a rotor having a rotating shaft that inputs and outputs a driving force to and from the engine via a belt or a gear. It is wound to form a rotor. The rotor has permanent magnets arranged between the claw-shaped magnetic poles of the Landell-type iron core so as to prevent leakage magnetic flux. This configuration will be described later.

  One MOS module group 3A is connected to one stator winding 1A to form a three-phase bridge circuit as a whole. This MOS module group 3A converts an AC voltage induced in the stator winding 1A during a power generation operation into a DC voltage, and also converts a DC voltage applied from the outside (high voltage battery 200) into an AC voltage during an electric operation. And operate as a power converter applied to the stator winding 1A. The MOS module group 3A includes three MOS modules 3AU, 3AV, 3AW corresponding to the number of phases of the stator winding 1A. MOS module 3AU is connected to a U-phase winding included in stator winding 1A. MOS module 3AV is connected to a V-phase winding included in stator winding 1A. MOS module 3AW is connected to a W-phase winding included in stator winding 1A.

  As shown in FIG. 2, the MOS module 3AU includes two MOS transistors 30 and 31 and a current detection resistor 32. One MOS transistor 30 is an upper arm (high side) switching element having a source connected to the U-phase winding of the stator winding 1A and a drain connected to the power supply terminal PB. The power power supply terminal PB is connected to the positive terminal of the high voltage battery 200 (first battery) or the high voltage load 210 having a rating of 48V, for example. The other MOS transistor 31 is a lower arm (low side) switching element having a drain connected to the U-phase winding and a source connected to the power ground terminal PGND via the current detection resistor 32. A series circuit composed of these two MOS transistors 30 and 31 is arranged between the positive terminal and the negative terminal of the high-voltage battery 200, and a U-phase winding is connected to the connection point of these two MOS transistors 30 and 31 via the P terminal. Is connected. Further, the gate and source of the MOS transistor 30, the gate of the MOS transistor 31, and both ends of the current detection resistor 32 are connected to the UVW phase driver 4A.

  A diode is connected in parallel between the source and drain of each of the MOS transistors 30 and 31. This diode is realized by a parasitic diode (body diode) of the MOS transistors 30 and 31, but a diode as a separate part may be further connected in parallel. You may make it comprise at least one of an upper arm and a lower arm using switching elements other than a MOS transistor.

  Note that MOS modules 3AV and 3AW other than the MOS module 3AU and MOS modules 3BX, 3BY, and 3BZ, which will be described later, basically have the same configuration and will not be described in detail.

  The other MOS module group 3B is connected to the other stator winding 1B, and a three-phase bridge circuit is formed as a whole. This MOS module group 3B converts the AC voltage induced in the stator winding 1B into a DC voltage during a power generation operation, and converts the DC voltage applied from the outside (high voltage battery 200) into an AC voltage during an electric operation. And operate as a power converter applied to the stator winding 1B. The MOS module group 3B includes three MOS modules 3BX, 3BY, 3BZ corresponding to the number of phases of the stator winding 1B. The MOS module 3BX is connected to the X-phase winding included in the stator winding 1B. The MOS module 3BY is connected to a Y-phase winding included in the stator winding 1B. MOS module 3BZ is connected to a Z-phase winding included in stator winding 1B.

  The UVW phase driver 4A generates a control signal to be input to each gate for driving the MOS transistors 30 and 31 included in each of the three MOS modules 3AU, 3AV, and 3AW, and the current detection resistor 32 Captures and amplifies voltage at both ends. Similarly, the XYZ phase driver 4B generates a control signal to be input to each gate for driving the MOS transistors 30 and 31 included in each of the three MOS modules 3BX, 3BY, and 3BZ, and is used for current detection. The voltage across the resistor 32 is taken in and amplified. One MOS device group 3A and the UVW phase driver 4A described above constitute a first inverter device. The other MOS module group 3B and the XYZ phase driver 4B constitute a second inverter device.

  The H bridge circuit 5 is connected to both ends of the field winding 2 and is an excitation circuit that supplies an excitation current to the field winding 2. As shown in FIG. 3, the H bridge circuit 5 includes four MOS transistors 50, 51, 52, 53 and current detection resistors 54, 55. A high-side MOS transistor 50, a low-side MOS transistor 52, and a current detection resistor 55 are connected in series, and one end of the field winding 2 is connected to a connection point between the MOS transistor 50 and the MOS transistor 52. Has been. A high-side MOS transistor 51, a low-side MOS transistor 53, and a current detection resistor 54 are connected in series, and the other end of the field winding 2 is connected to the connection point between the MOS transistor 51 and the MOS transistor 53. Is connected. The H bridge circuit 5 is connected to each of the power power supply terminal PB and the power ground terminal PGND. During the power generation operation, the MOS transistors 50 and 53 are turned on (the other MOS transistors 51 and 52 are turned off at this time), so that the excitation current is supplied from the H bridge circuit 5 to the field winding 2. In this state, the excitation current supply is stopped by turning off one of the MOS transistors 50 and 53, and the excitation current flowing through the field winding 2 via the parasitic diode of the MOS transistors 52 and 51. Can be refluxed.

  Further, by turning on the MOS transistors 51 and 52 (the other MOS transistors 50 and 53 are turned off at this time), a current in a direction opposite to that in the above-described power generation operation is applied from the H bridge circuit 5 to the field winding 2. Can be supplied.

  The H bridge driver 6 generates drive signals to be input to the gates of the MOS transistors 50 to 53 included in the H bridge circuit 5, and takes in and amplifies voltages across the current detection resistors 54 and 55.

  In the above description, the two current detection resistors 54 and 55 are used to separately detect the current value during power generation flowing through the field winding 2 and the current value during non-power generation (when power generation is suppressed). However, a current detection resistor may be inserted in series with the field winding 2 and the current value during power generation and during non-power generation may be detected using this current detection resistor.

  The rotation angle sensor 7 detects the rotation angle of the rotor. For example, the rotation angle sensor 7 can be configured using a permanent magnet and a Hall element. Specifically, as shown in FIG. 4, the permanent magnet 22 is fixed to the tip of the rotating shaft 21 of the rotor 20, and Hall elements 23 and 24 are disposed at positions facing the permanent magnet 22 (for example, permanent magnets). 22 is located in the vicinity of the outer periphery of 22 and separated by 90 ° from each other). By extracting the output, the rotation angle of the rotor 20 that rotates together with the permanent magnet 22 can be detected. The rotation angle sensor 7 may be configured using a device other than the Hall elements 23 and 24. Further, the arrangement and attachment method of the permanent magnets 22 shown in FIG. 4 are merely examples, and may be appropriately changed according to the rotating shaft 21 and its peripheral structure.

  The control circuit 8 controls the entire vehicular rotating electrical machine 100. The control circuit 8 includes an analog-digital converter and a digital-analog converter, and inputs / outputs signals to / from other components. The control circuit 8 is constituted by, for example, a microcomputer (microcomputer), and controls the UVW driver 4A, the XYZ driver 4B, and the H bridge driver 6 by executing a predetermined control program, and the electric rotating machine 100 for the vehicle is driven by an electric motor. It operates as a power generator or performs various processes such as power generation suppression.

  The input / output circuit 9 performs input / output of signals to / from the outside via the control harness 310, level conversion of the terminal voltage of the high voltage battery 200 and the voltage of the power ground terminal PGND, and the like. The input / output circuit 9 is an input / output interface for processing input / output signals and voltages, and a necessary function is realized by, for example, a custom IC.

  The power supply circuit 10 is connected to a low voltage battery 202 (second battery) with a rating of 12 V, and generates an operating voltage of 5 V by turning on and off the switching element and smoothing the output with a capacitor, for example. With this operating voltage, the UVW phase driver 4A, the XYZ phase driver 4B, the H bridge driver 6, the rotation angle sensor 7, the control circuit 8, and the input / output circuit 9 operate.

  The capacitor 12 is for removing or reducing switching noise generated when the MOS transistors 30 and 31 such as the MOS module 3AU are turned on and off for electric operation. In the example shown in FIG. 1, one capacitor 12 is used, but the number can be appropriately changed according to the magnitude of the switching noise.

  UVW phase driver 4A, XYZ phase driver 4B, H bridge circuit 5, H bridge driver 6, rotation angle sensor 7 (excluding permanent magnets attached to the rotor), control circuit 8, input / output circuit 9, power supply circuit 10 is mounted on the control board 102.

  As shown in FIG. 1, the vehicular rotating electrical machine 100 includes a connector 400 to which a power power terminal PB, a power ground terminal PGND, a control ground terminal CGND, a control power terminal CB, a control harness 310, and the like are attached. ing. The power supply terminal PB is a high-voltage positive-side input / output terminal, to which the high-voltage battery 200 and the high-voltage load 210 are connected via a predetermined cable (first power supply line). The control power supply terminal CB is a low-voltage positive-side input terminal to which a low-voltage battery 202 and a low-voltage load 204 are connected via a predetermined cable (second power supply line).

  The power ground terminal PGND is a first ground terminal for grounding the power system circuit. The power ground terminal PGND is connected to the vehicle frame 500 via a grounding harness 320 as a first connection line. The MOS module groups 3A and 3B (power converters) and the H bridge circuit 5 (excitation circuit) described above are power system circuits. This power system circuit includes MOS transistors 30, 31, 50, 51 as power elements through which a current common to the stator windings 1A, 1B and the field winding 2 flows.

  The control ground terminal CGND is a second ground terminal provided separately from the power ground terminal PGND, and is for grounding the control system circuit. The control ground terminal CGND is grounded via a grounding cable 330 (second connection line) different from the grounding harness 320. A diode 11 is inserted between the control ground terminal CGND and the frame (hereinafter referred to as “ISG frame”) 110 of the vehicular rotating electrical machine 100 via an internal wiring of the input / output circuit 9. Specifically, the cathode of the diode 11 is connected to the frame ground terminal FLMGND, and this frame ground terminal FLMGND is connected to the ISG frame 110. The UVW phase driver 4A, the XYZ phase driver 4B, the H bridge driver 6, the rotation angle sensor 7, the control circuit 8, the input / output circuit 9, the disconnect switches 13A and 13B, and the like described above are control system circuits. Note that the ground cable 330 is connected to a ground potential (0 V) portion prepared on the vehicle side and has no voltage fluctuation. In FIG. 1, the diode 11 is provided outside the input / output circuit 9, but the diode 11 may be mounted on the input / output circuit 9.

  The connector 400 is for attaching the control harness 310, the grounding cable 330, and other cables to terminals (such as the control ground terminal CGND and the control power terminal CB) other than the power power terminal PB and the power ground terminal PGND.

  The above-described ISG frame 110 of the vehicular rotating electrical machine 100 is a conductor formed by, for example, aluminum die casting, and the ISG frame 110 is fixed to the engine (E / G) block 510 with bolts. Further, the engine block 510 is connected to the vehicle frame 500 by a grounding harness 322.

The vehicular rotating electrical machine 100 of this embodiment has such a configuration, and next, an operation for suppressing power generation and avoiding an overpower generation state will be described. In this embodiment, a permanent magnet is inserted in the field pole. The rotor 20 made is used. Specifically, as shown in FIG. 6, the rotor 20 rotates integrally with the rotating shaft 21, and a pair of Landel type iron cores 25 and a field winding that magnetizes the Landel type iron cores 25. 2 and slip rings 26 provided near the rear end of the rotating shaft 6 and connected to both ends of the field winding 2. The rotor 20 is disposed between the cooling fans 27 and 28 (FIG. 5) attached to the axial end surfaces of the respective Landel cores 25 and the adjacent claw-shaped magnetic poles of the pair of Landel cores 25. And a permanent magnet 29 magnetized in a direction to reduce the leakage magnetic flux between them. As the permanent magnet 29, for example, a rare earth magnet such as a neodymium magnet is used. The output can be increased by using such a permanent magnet 29. Each permanent magnet 29 is held by the rotor 20 in a state of being housed in a magnet holder formed of a nonmagnetic material such as stainless steel.

  Thus, since the rotor 20 is provided with the permanent magnet 29 magnetized in a direction that reduces the leakage magnetic flux between the claw-shaped magnetic poles of the adjacent Landel-type iron core 25, the exciting current for the field winding 2 is provided. The generation of the rotating magnetic field of the rotor 20 cannot be stopped only by stopping the supply of. Therefore, when the high voltage battery 200 is nearly fully charged (or when the target charge amount is reached) or when the electric load 210 to be used is small, the field winding is used when power generation is not necessary. Therefore, it is necessary to devise power generation suppression other than stopping the supply of excitation current to 2.

For this reason, in this embodiment, the following two types of power generation suppression methods are performed.
(1) A current is passed through the field winding 2 in the direction opposite to that during normal power generation to cancel the magnetic flux generated by the permanent magnet 29.
(2) The magnetic field generated by the permanent magnet 29 is canceled by turning on and off the MOS transistors 30 and 31 included in the power converter (MOS module groups 3A and 3B) to perform field weakening control.

  In order to implement these two types of power generation suppression methods, as shown in FIG. 7, the control circuit 8 of this embodiment includes a power generation suppression determination unit 82, a first power generation suppression unit 84, and a failure detection unit 86. The second power generation suppressing unit 88 is provided.

The power generation suppression determination unit 82 determines whether it is necessary to perform power generation suppression. When the high-voltage battery 200 is nearly fully charged, when the target charge amount is reached, when the electric load 210 to be used is small, etc., when power generation is unnecessary, the rotation formed by the magnetic flux generated by the permanent magnet 29 It is necessary to perform power generation suppression control so that power generation is not performed by a magnetic field, and the necessity of this power generation suppression control is determined. For example, when the supply of the excitation current to the field winding 2 is stopped, if the increase in the voltage V _{PB at} the power power supply terminal PB does not stop, it is determined that the power generation suppression control is necessary. Note that the determination operation itself performed by the power generation suppression determination unit 82 may be performed by an external control device (not shown) different from the vehicular rotating electrical machine 100.

  The first power generation suppressing unit 84 supplies a current to the field winding 2 so as to cancel the magnetic flux generated by the permanent magnet 29 provided in the rotor 20 (the magnetic flux passing through the Landell-type iron core 25 and the stator iron core 16). To control. The first power generation suppression control unit 84 sends an instruction to the H bridge driver 6 to turn on the MOS transistors 51 and 52 in the H bridge circuit circuit 5 and to turn off the MOS transistors 50 and 53, thereby 5 is supplied to the field winding 2 to suppress power generation by supplying a current in the opposite direction to that during power generation operation.

The failure detection unit 86 detects the presence or absence of a failure in the first power generation suppression unit 84. For example, the current flowing in the field winding 2 is reversed in spite of the operation of supplying the current in the direction opposite to that during the power generation operation to the field winding 2 by the control of the first power generation suppressing unit 84. If not (or if the direction is reversed but the specified current value is not reached), a determination is made that the first power generation suppression unit 84 has failed. Alternatively, the output current (the current output from the power power supply terminal PB) is controlled despite the operation of supplying the current to the field winding 2 in the direction opposite to that during the power generation operation by the control of the first power generation suppression unit 84. ) is if or when the output voltage does not decrease (voltage V _PB of the power supply terminal PB) is not reduced, it is determined that the first power generation suppression unit 84 has failed is performed. In addition, the failure of the first power generation suppression unit 84 to be detected is necessary for performing power generation suppression by the control of the first power generation suppression unit 84 in addition to the failure of the first power generation suppression unit 84 itself. This also includes faults of various configurations. For example, an open failure of the MOS transistors 51 and 52 in the H bridge circuit 5 and a failure of a portion that drives the MOS transistors 51 and 52 in the H bridge driver 6 are included.

  The second power generation suppressing unit 88 performs on / off control of the MOS transistors 30 and 31 included in the power converter (MOS module groups 3A and 3B) so as to cancel the magnetic flux generated by the permanent magnet 29 provided in the rotor 20. To suppress power generation. For example, by performing field weakening control, specifically, power generation is suppressed by controlling the q-axis current flowing through the stator windings 1A and 1B to 0 and the d-axis current to a predetermined value smaller than 0. . Note that power generation suppression by the second power generation suppression unit 88 is performed when a failure of the first power generation suppression unit 84 is detected by the failure detection unit 86.

  As a specific configuration for carrying out the operation of the second power generation suppressing unit 88, the configurations shown in FIGS. 8 and 9 are provided. As shown in FIG. 8, the UVW phase driver 4A includes three amplifiers 40U, 40V, and 40W that amplify the voltage across each current detection resistor 32 in the MOS modules 3AU, 3AV, and 3AW. Similarly, the XYZ phase driver 4B includes three amplifiers 40X, 40Y, and 40Z that amplify the voltages across the current detection resistors 32 in the MOS modules 3BX, 3BY, and 3BZ. The H bridge driver 6 also includes an amplifier 60 that amplifies the voltage across the current detection resistor 55 in the H bridge circuit 5.

  Further, as shown in FIG. 8, the control circuit 8 includes a power generation suppression determination unit 82, a first power generation suppression unit 84, a failure detection unit 86, a second power generation suppression unit 88, and seven analog-digital conversions. (A / D) 80U, 80V, 80W, 80X, 80Y, 80Z, 81. Each of the seven analog-digital converters 80U has a one-to-one correspondence with the UVW phase driver 4A, the XYZ phase driver 4B, and the amplifier 60 in the H-bridge driver 6, and the output voltage of the corresponding amplifier 40U etc. Is converted into digital data (phase current data, excitation current data).

  As shown in FIG. 9, the second power generation suppressing unit 88 includes a three-phase to two-phase converter (3/2) 180, an adder 181, a current control unit 182, a two-phase / three-phase device corresponding to the UVW phase driver 4A. A phase converter (2/3) 183, a PWM controller 184, a three-phase to two-phase converter 280 corresponding to the XYZ phase driver 4B, an adder 281, a current controller 282, a two-phase / three-phase converter 283, And a PWM control unit 284. Since the configuration corresponding to the UVW phase driver 4A and the configuration corresponding to the XYZ phase driver 4B are basically the same, one configuration corresponding to the UVW phase driver 4A will be described below.

  The three-phase to two-phase converter 180 has the current phase current data iu, iv, iw output from the analog-digital converters 80U, 80V, 80W and the rotation angle data θ detected by the rotation angle sensor 7. Based on these, d-axis current data id and q-axis current data iq are detected (calculated) based on these.

The adder 181 receives the command value id ^* of the d-axis current and the command value iq ^* of the q-axis current, and the difference between these command values id ^* and iq ^* and the detected current data id and iq Is calculated and output. For example, the command value iq ^* of the q-axis current related to the drive torque is set to 0, and the command value id ^* of the d-axis current related to the reactive power is a predetermined value smaller than 0 (the voltage V _PB or power at that time) A predetermined value determined by the current output from the power supply terminal PB, the resistance value of the stator winding 1A, or the like, or a fixed value). If the d-axis difference data is Δid and the q-axis difference data is Δiq,
Δid = id ^* -id
Δiq = iq ^* −iq
It becomes. Although FIG. 9 illustrates that both the d-axis component and the q-axis component are calculated by one adder 181, in reality, an adder 181 that calculates a difference for the d-axis component, and q An adder 181 for calculating a difference with respect to the axis component is provided separately.

  The current control unit 182 converts the difference data Δid and Δiq of the d-axis and q-axis currents into the corresponding d-axis and q-axis voltage data Vd and Vq by performing PI control or the like. . The two-phase to three-phase converter 183 receives the voltage data Vd and Vq output from the current control unit 182 and the rotation angle data θ detected by the rotation angle sensor 7, and these voltage data Vd and Vq. Are converted into phase voltages Vu, Vv, and Vw. The PWM control unit 184 generates a PWM signal necessary for generating phase voltages Vu, Vv, and Vw for each phase winding for each phase. The PWM signal is input to the UVW phase driver 4A, and the UVW phase driver 4A drives the MOS transistors 30 and 31 included in the MOS modules 3AU, 3AV, and 3AW with the PWM signal.

  By controlling in this way, it is possible to suppress power generation by suppressing the driving torque (power generation torque) and increasing the reactive current to decrease the current output from the vehicular rotating electrical machine 100.

  As described above, in the vehicular rotating electrical machine 100 of the present embodiment, even when the rotor 20 having the permanent magnet 29 is used, the first and second power generation suppressing units 84 and 88 are reliably provided. It is possible to avoid an overpower generation state. In particular, when the first power generation suppression unit 84 that controls the direction of the current flowing through the field winding 2 and cancels the magnetic flux of the permanent magnet 29 to suppress power generation fails, the second power generation suppression unit 88 generates power. Even if the configuration in which power generation is suppressed by applying a reverse current to the field winding 2 fails, power generation can be continuously suppressed.

  The second power generation suppression unit 88 controls power generation by controlling the q-axis current flowing through the stator windings 1A and 1B to 0 and the d-axis current to a predetermined value smaller than 0, and It is possible to suppress power generation without imposing a load on the power source. In addition, the second power generation suppression unit 88 performs power generation suppression by performing field weakening control, and can suppress power generation by canceling the magnetic flux generated by the permanent magnet 29.

  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 1A and 1B and the two MOS module groups 3A and 3B are provided. However, one or three or more stator windings and MOS modules are provided. The present invention can also be applied to a rotating electrical machine for a vehicle.

  As described above, according to the present invention, even when a rotor having a permanent magnet is used, it is possible to reliably avoid an overpower generation state by providing two types of power generation suppression units.

1A, 1B Stator winding 2 Field winding 3A, 3B MOS module group 20 Rotor 25 Landel type iron core 29 Permanent magnet 30, 31 MOS transistor 84 First power generation suppression unit 86 Failure detection unit 88 Second power generation suppression Part

Claims (8)

A rotor (20) having a field winding (2) and a permanent magnet (29);
A stator (14) having a stator winding (1A, 1B) for generating an alternating voltage by a rotating magnetic field generated by the rotor;
A power converter (3A, 3B) for converting an AC voltage generated in the stator winding into a DC voltage by turning on and off the switching elements (30, 31);
A first power generation suppression unit (84) that suppresses power generation by controlling the current supplied to the field winding so as to cancel the magnetic flux generated by the permanent magnet;
A second power generation suppressing unit (88) that performs power generation suppression by on / off controlling the switching element included in the power converter so as to cancel the magnetic flux generated by the permanent magnet;
A vehicular rotating electrical machine comprising: In claim 1,
A failure detection unit (86) for detecting the presence or absence of a failure of the first power generation suppressing unit;
The vehicular rotating electrical machine, wherein the second power generation suppression unit performs power generation suppression when a failure of the first power generation suppression unit is detected by the failure detection unit. In claim 1 or 2,
The failure detection unit monitors success or failure of power generation suppression by the first power generation suppression unit, and determines that the first power generation suppression unit has failed when power generation suppression is not achieved. Rotating electric machine for vehicles. In claim 3,
The failure detection unit monitors the success or failure of power generation suppression by the first power generation suppression unit based on an output current. In claim 3,
The failure detection unit monitors whether or not power generation is suppressed by the first power generation suppression unit based on an output voltage. In any one of Claims 1-5,
The second power generation suppression unit performs power generation suppression by controlling a q-axis current flowing in the stator winding to 0 and a d-axis current to a predetermined value smaller than 0, and the vehicle rotation is characterized in that Electric. In any one of Claims 1-6,
The vehicular rotating electrical machine characterized in that the second power generation suppressing unit performs power generation suppression by performing field weakening control. In any one of Claims 1-7,
The rotor has a pair of Landel iron cores (25),
The rotating electrical machine for a vehicle according to claim 1, wherein the permanent magnet is disposed between the claw-shaped magnetic poles of the adjacent Landell type iron cores in a direction to prevent leakage magnetic flux.

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