JP2020043724A - Electric rotating machine for vehicles - Google Patents

Abstract

To provide a field winding type electric rotating machine for vehicles which is easy to adjust the power generation.SOLUTION: An electric rotating machine for vehicles 1 includes stator windings 2 and 3, a field winding 4, a rectifier module groups 5 and 6, and a control device 7. The stator windings 2 and 3 have a plurality of phase windings. The field winding 4 is magnetized by a field current and is movable with respect to the stator windings 2 and 3. The rectifier module groups 5 and 6 constitute a bridge circuit having a plurality of upper arms and lower arms each having a switching element connected in parallel with a diode, and rectify the induced voltage of the stator windings 2 and 3. The control device 7 is configured to set the on-timing for turning on the switching element in accordance with a power generation amount command which is an external signal while keeping the field current within a predetermined range.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to a field winding type electric rotating machine for a vehicle.

  A generator with a motor function is widely known as a field winding type rotating electric machine for a vehicle. For example, Patent Literature 1 below includes a switching element disposed in parallel with a rectifier diode between an armature winding and a load, and switches the switching element at a timing when an induced voltage of the armature winding exceeds a predetermined value. There has been proposed a technique for improving power generation efficiency by turning on a rectifier diode and controlling a current to flow by bypassing the rectifier diode.

Japanese Patent No. 5569295

  In the technique of Patent Document 1, when increasing or decreasing the power generation amount, it is conceivable to perform control to increase or decrease the field current flowing through the field winding. However, as a result of a detailed study by the inventor, it has been found that the field current cannot be changed rapidly, so that the response of the power generation amount is poor and the adjustment of the power generation amount may be difficult in some cases.

  One aspect of the present disclosure is to provide a field winding type rotating electric machine for a vehicle configured to easily adjust the amount of power generation.

  One embodiment of the present disclosure relates to a rotating electric machine for a vehicle (1), and includes an armature winding (2, 3), a field winding (4), a switching unit (5, 6), and an on-time setting. (7). The armature winding has a plurality of phase windings.

  The field winding is a winding that is magnetized by a field current and is movable with respect to the armature winding. The switching unit configures a bridge circuit having a plurality of upper arms and lower arms each including a switching element in which a diode is connected in parallel, and rectifies an induced voltage of the armature winding.

  The on-time setting unit is configured to set the timing at which the switching element is turned on in response to a power generation amount command that is an external signal, that is, the on-time, while keeping the field current within a predetermined range that is set in advance. . Here, the responsivity when changing the field current flowing through the field winding, that is, the responsivity of the power generation amount with respect to the change in the field current is lower than the responsivity when the switching element is turned on and off. Do you get it. Therefore, in the present disclosure, the ON time of the switching element is set according to the power generation amount command while keeping the field current within a predetermined range.

  According to such a configuration, the amount of power generation is controlled mainly by the ON timing of the switching element while suppressing the fluctuation range of the field current. Accordingly, it is possible to improve the responsiveness of the power generation amount generated by the vehicular rotating electric machine to the power generation amount command, and it is possible to reduce the torque fluctuation at this time. Therefore, it is possible to easily adjust the power generation amount.

  Note that the reference numerals in parentheses described in this column and in the claims indicate a correspondence relationship with specific means described in the embodiment described below as one aspect, and the technical scope of the present disclosure will be described. It is not limited.

FIG. 2 is a block diagram illustrating a configuration of a rotating electric machine for a vehicle. It is a graph which shows an example of the electric power generation mode of a 1st embodiment. It is a block diagram showing composition of a rectifier module. It is a graph which shows the example of operation | movement at the time of increasing the electric power generation amount among switching electric power generation. It is a graph which shows the example of operation | movement at the time of reducing the electric power generation amount among switching electric power generation. It is a graph which shows the power generation amount change at the time of switching from PWM power generation to synchronous power generation. It is a graph which shows the power generation amount change at the time of switching from PWM power generation to switching power generation. It is a graph which shows an example of a power generation mode of a 2nd embodiment. It is a graph which shows the example of control of the electric power generation amount in MOS control electric power generation. It is a graph which shows an example of a power generation mode of a 3rd embodiment. It is a graph which shows the example of control of generated electric current and field current at the time of controlling electric power generation. It is a graph which shows an example of the electric power generation mode of other embodiments. 9 is a graph showing an example in which one switching element is turned on once during one electrical angle period. 5 is a graph showing an example in which one switching element is turned on a plurality of times during one electrical angle period.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
[1. First Embodiment]
[1-1. Constitution]
1 includes two sets of stator windings 2, 3, a field winding 4, two sets of rectifier module groups 5, 6, and a control device 7. The rotating electric machine 1 for a vehicle is connected to the ECU 8, the battery 9, and one or a plurality of loads 10.

The ECU 8 indicates an electronic control unit. The load 10 is an electrical device that receives power from the battery 9 or the rotating electric machine 1 for power generation and consumes power.
One stator winding 2 is, for example, a multi-phase winding configured as a three-phase winding including an X-phase winding, a Y-phase winding, and a Z-phase winding, and is wound around a stator core (not shown). Have been. Similarly, the other stator winding 3 is a multi-phase winding configured as a three-phase winding composed of, for example, a U-phase winding, a V-phase winding, and a W-phase winding, and includes the above-described stator core. Are wound around the stator winding 2 at a position shifted by an electrical angle of 30 degrees. In the present embodiment, a stator is configured by these two stator windings 2 and 3 and a stator core.

  The field winding 4 is wound around a field pole (not shown) arranged opposite to the inner peripheral side of the stator core, and a field current flows through the field winding 4 constituting the rotor. The magnetic pole is magnetized. When the rotating electric machine 1 for a vehicle functions as a generator, the rotor rotates while the field poles are magnetized, and the field winding 4 and the stator windings 2 and 3 are relatively moved. The generated rotating magnetic field causes the stator windings 2 and 3 to generate an AC voltage.

  When the vehicular rotating electric machine 1 functions as a motor, an AC voltage is applied to the stator windings 2 and 3 while the field poles are magnetized, so that the field winding 4 and the stator winding A rotational driving force for rotating the rotor is generated between the two.

  Next, one rectifier module group 5 is connected to one stator winding 2 to form a three-phase full-wave rectifier circuit, a so-called bridge circuit, as a whole. Converts current to DC current. The rectifier module group 5 includes a number of rectifier modules 5X, 5Y, 5Z corresponding to the number of phases of the stator winding 2. In the present embodiment, three rectifier modules are provided because of three-phase winding.

  The rectifier module 5X is connected to the X-phase winding included in the stator winding 2. The rectifier module 5Y is connected to a Y-phase winding included in the stator winding 2. The rectifier module 5Z is connected to a Z-phase winding included in the stator winding 2.

  The other rectifier module group 6 is connected to one of the stator windings 3 to form a three-phase full-wave rectifier circuit as a whole, and converts an AC current induced in the stator winding 3 into a DC current. . The rectifier module group 6 includes rectifier modules 6U, 6V, and 6W in a number corresponding to the number of phases of the stator winding 3.

  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 6W is connected to a W-phase winding included in the stator winding 3.

  The control device 7 is a control circuit that controls the field current flowing through the field winding 4 and the rectifier module groups 5 and 6. The control device 7 is connected to the ECU 8 via the communication terminal L and a communication line connected to the communication terminal L, performs bidirectional communication with the ECU 8, and transmits or receives a communication message.

  The ECU 8 transmits the communication message to the control device 7 including information on the target torque value and the rotation angle. The torque target value is a value indicating a target value of the power generation torque or the drive torque. For example, when the torque target value is positive, the vehicle rotating electric machine 1 functions as a motor, and when the torque target value is negative, the vehicle rotating electric machine 1 functions as a generator. When the torque target value is negative, the torque target value can also be referred to as a power generation amount command that is a command value of a target power generation amount. Then, based on the torque target value and the information on the rotation angle, it is possible to obtain the power generation current that indicates the magnitude of the target current during power generation.

  The rotation angle information is obtained by estimating the relative positional relationship between the field winding 4 and the stator windings 2 and 3 obtained by the rotation angle sensor 11 that detects the rotation angle of the vehicular rotating electrical machine 1, that is, the electrical angle. Information to do. The rotation angle sensor 11 includes, for example, an encoder disk and a pulse counter, and the ECU 8 generates rotation angle information based on a pulse obtained by the pulse counter.

  The controller 7 adjusts the field current with a function of controlling the field current flowing through the field winding 4 connected via the F terminal, so that the output voltage VB of the vehicular rotating electrical machine 1 is adjusted to the adjustment voltage Vreg. Is controlled so as to approach. The output voltage VB of the rotating electric machine 1 for a vehicle can also be referred to as an output voltage of each rectifier module.

  The control device 7 stops supplying the field current to the field winding 4 when the output voltage VB becomes higher than the adjustment voltage Vreg, for example, and when the output voltage VB becomes lower than the adjustment voltage Vreg. By supplying a field current to the field winding 4, the output voltage VB is controlled so as to approach the adjustment voltage Vreg.

  However, when the control device 7 supplies the field current to the field winding 4, as shown in FIG. 2, the PWM (Pulse Pulse) is set according to the relationship between the rotation speed of the vehicular rotating electric machine 1 and the generated current. Width Modulation) Switching between power generation, synchronous power generation, and switching power generation. Note that the number of rotations of the vehicular rotating electric machine 1 can be obtained by acquiring information on the rotation angle a plurality of times.

  Further, the rotating shaft of the vehicular rotating electric machine 1 is connected to, for example, a rotating shaft of the engine via a pulley so as to interlock with a rotating shaft of an engine mounted on the vehicle. For this reason, the rotation speed of the vehicular rotating electrical machine 1 is proportional to the rotation speed of the engine, and is a rotation speed obtained by multiplying the rotation speed of the engine mounted on the vehicle by a predetermined coefficient such as a pulley ratio. Note that the idle rotation shown in FIG. 2 indicates a range of the number of rotations of the rotating electric machine 1 for a vehicle when the engine of the vehicle is idling.

  The PWM power generation is a power generation mode mainly performed when the rotational speed of the rotating electric machine 1 for a vehicle is low, and the switching elements of the rectifier modules 5 and 6 are controlled by a PWM waveform, so that the stator windings 2 and 3 shows a power generation method for controlling the current from the power generator 3. The pulse width of the PWM waveform used in the PWM power generation is changed according to the torque target value and the number of revolutions, and the cycle of the pulse of the PWM waveform is set based on the cycle of the clock used in the ECU 8.

  Synchronous power generation is a power generation mode mainly performed when the rotation speed of the vehicular rotating electrical machine 1 is high. The induced voltage applied to the stator windings 2 and 3 is controlled by diodes provided in the rectifier modules 5 and 6. A power generation method is described in which a switching element is turned on when the voltage exceeds a level at which conduction occurs, and a control is performed so as to turn off the switching element when the induced voltage does not exceed a voltage at which the diode conducts.

  In other words, the synchronous power generation is performed when the “P terminal voltage” that is the voltage of each of the stator windings 2 and 3 is equal to the “B terminal voltage” that is the voltage of the battery 9 and the switching element is turned on. When the voltage exceeds the sum of the "drop voltage", which is a voltage lowered by the switching element due to the resistance of the switching element, the switching element is turned on for as long as possible to increase the power generation efficiency.

  The P terminal and the B terminal are shown in FIG. The timing at which the switching element is turned on depends on the rotation angle cycle of the vehicular rotating electrical machine 1, that is, information on the rotation angle.

  The switching power generation is a power generation mode used when the power generation mode is switched between the PWM power generation and the synchronous power generation, and the power generation is performed while keeping the field current to the field winding 4 within a predetermined range. A power generation method for controlling the amount of power generation by performing control to make the time when the switching element is turned on in response to the amount command variable will be described. The timing at which the switching element is turned on is determined by the timing at which the switching element is turned on and the timing at which the switching element is turned off. The switching power generation is performed for the purpose of suppressing the torque fluctuation by the vehicular rotating electrical machine 1 when the power generation mode is switched.

  In addition, the switching power generation is performed, for example, within a range where the engine is idle. Although the torque target value has been described above as an example of the power generation amount command, the power generation amount command may be at least one of an external signal or an internal calculation value. The external signal includes, for example, at least one parameter of a target voltage, a target torque, a command for changing a power generation mode, and the like. The internal calculation value includes at least one parameter of a rotation angle obtained by a rotation angle sensor, a rotation speed of the engine or the rotating electric machine 1 for a vehicle, a B terminal voltage, a temperature, a phase voltage (P terminal voltage), a phase current, a torque, and the like. including.

  Further, the power generation mode may be changed according to the power generation amount command. In order to set the ON timing and the power generation mode of the switching element according to the power generation amount command, a map in which the values of various parameters included in the power generation amount command are associated with the ON timing and the power generation mode is prepared in advance. The ON timing and the power generation mode may be set with reference to this map.

  The duty ratio of the field current in the switching power generation is set so as to be equal to or greater than a preset value when the field current is smoothed. The field current to the field winding 4 is controlled within a preset specified range in PWM power generation and synchronous power generation as well as in switching power generation.

  Further, control may be performed within a different range for each power generation mode. However, when changing the field current, in order to improve the responsiveness of the power generation amount, it is preferable to set the field current change rate to be smaller than the power generation rate change rate.

  Synchronous power generation has a higher power generation efficiency than PWM power generation and switching power generation, and is a preferable power generation mode. However, synchronous power generation has a lower limit of the number of revolutions of the vehicular rotating electric machine 1 capable of generating power, ie, cut-in. There is a rotational speed. In the present embodiment, the cut-in rotation speed is set to be equal to or higher than the rotation speed corresponding to the idle rotation speed of the engine. In such a configuration, there is a case where the electric power cannot be satisfactorily generated by the synchronous electric power generation while the engine is idle.

  For this reason, in this embodiment, below the cut-in rotation speed of synchronous power generation, PWM power generation that enables power generation even at or below the cut-in rotation speed of synchronous power generation is performed. Further, synchronous power generation and PWM power generation are performed. Switching power generation is implemented so that a good transition can be made. In addition, below the cut-in rotation speed of synchronous power generation, a power generation mode that enables power generation may be employed in addition to PWM power generation.

The control device 7 instructs the rectifier modules 5 and 6 to turn on the switching elements of the rectifier modules 5 and 6 according to the torque target value.
Next, details of the rectifier module 5X and the like will be described. FIG. 3 is a diagram showing 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. 3, the rectifier module 5X includes two MOS transistors 50 and 51 and a control circuit 54. The MOS transistor 50 has an upper arm having a source connected to the X-phase winding of the stator winding 2 and a drain connected to the positive terminal of the electric load 10 or the battery 9 via the charging line 12, that is, a high-side side. It is a switching element.

  The MOS transistor 51 is a lower arm having a drain connected to the X-phase winding and a source connected to the negative terminal of the battery 9, that is, a low-side switching element. A series circuit composed of these two MOS transistors 50 and 51 is arranged between the positive terminal and the negative terminal of the battery 9, and an X-phase winding is connected to a connection point between the two MOS transistors 50 and 51.

  A diode is connected in parallel between the source and drain of each of the MOS transistors 50 and 51. Although this diode is realized by a parasitic diode of the MOS transistors 50 and 51, in other words, a body diode, a diode as another component may be further connected in parallel.

Note that at least one of the upper arm and the lower arm may be configured using a switching element other than the MOS transistor.
The control circuit 54 drives the MOS transistors 50 and 51 according to the ON timing of the switching element instructed by the control device 7. That is, when the vehicular rotating electrical machine 1 functions as a motor, the control device 7 switches the MOS transistors 50 and 51 via the control circuit 54 to convert the DC voltage of the battery 9 into the stator winding 2. , 3 to drive the vehicular rotating electric machine 1.

  When the vehicular rotating electric machine 1 functions as a generator, the control device 7 optimizes the power supplied to the battery 9 by switching the MOS transistors 50 and 51 via the control circuit 54. I do. In particular, in the present embodiment, the timing at which the MOS transistors 50 and 51 are turned on is adjusted to the rotation angle detected by the rotation angle sensor 11 without monitoring the induced voltage in the stator windings 2 and 3. Set based on:

  At the time of the switching power generation, the control device 7 estimates the peak timing indicating the timing at which the voltage of the stator windings 2 and 3 reaches a peak using the information on the rotation angle based on the signal from the rotation angle sensor 11. As shown in FIGS. 4 and 5, the peak timing indicates a timing T1 at which the voltage of the stator windings 2 and 3 has a maximum value, and a timing T2 at which the voltage of the stator windings 2 and 3 has a minimum value. The timing for turning on the switching element is set based on these peak timings. Further, the control device 7 sets a timing for turning on the switching element.

  In detail, the control device 7 sets the timing of (T1−ΔT / 2) based on the peak timing T1 so that the center of the time ΔT during which the switching element is turned on becomes the peak timings T1 and T2. After turning on the transistor 50 and turning on the MOS transistor 50 by ΔT, the MOS transistor 50 is turned off. Thereafter, after a lapse of time DT, the lower arm MOS transistor 51 is turned on by ΔT. The MOS transistor 51 is turned on at a timing of (T2-ΔT / 2) with reference to the peak timing T2.

  Note that even when the switching element is not turned on, the battery 9 is charged via the diode. At this time, the amount of power generation is smaller than in a configuration in which the switching element is turned on at the timing when the power generation efficiency is the highest. In the present embodiment, the power generation amount is adjusted using this characteristic.

  Here, in general, there is a tendency that control is performed so that the amount of power generation is reduced in PWM power generation and is increased in synchronous power generation. Therefore, when switching between PWM power generation and synchronous power generation, the control device 7 sets the timing of turning on the switching element so that the power generation amount does not rapidly change before and after the switching in the switching power generation.

  For example, the power generation amount is set to be relatively large immediately before the transition to the synchronous power generation when switching from the PWM power generation to the synchronous power generation, or immediately after the transition from the synchronous power generation to when the switching from the synchronous power generation to the PWM power generation. That is, as shown in FIG. 4, by increasing the ratio of ΔT and reducing the ratio of DT in one cycle of the electrical angle, the DC that is the phase current flowing from the stator windings 2 and 3 to the battery 9 is reduced. Increase the current.

  On the other hand, immediately after the transition from PWM power generation in the case of switching from PWM power generation to synchronous power generation, or immediately before the transition to PWM power generation in the case of switching from synchronous power generation to PWM power generation, the amount of power generation is relatively small. That is, as shown in FIG. 5, the DC current flowing from the stator windings 2 and 3 to the battery 9 is reduced by reducing the ratio of ΔT and increasing the ratio of DT in one cycle of the electrical angle. To do.

  Further, when switching from PWM power generation to synchronous power generation, the control device 7 gradually increases the ratio of ΔT in one cycle of the electrical angle, and when switching from synchronous power generation to PWM power generation, the control device 7 gradually increases ΔT. Decrease the ratio. Note that one cycle of the electrical angle is, for example, a period from the peak timing T1 to the next peak timing T1.

[1-2. effect]
According to the embodiment described in detail above, the following effects can be obtained.
(1a) The vehicular rotating electrical machine 1 includes stator windings 2 and 3, field windings 4, rectifier module groups 5 and 6, and a control device 7. The stator windings 2 and 3 have a plurality of phase windings. The field winding 4 is a winding that is magnetized by a field current and is movable with respect to the stator windings 2 and 3.

  The rectifier module groups 5 and 6 constitute a bridge circuit having a plurality of upper arms and lower arms each having a switching element connected in parallel with a diode, and rectify the induced voltage of the stator windings 2 and 3. The control device 7 is configured to set the timing for turning on the switching element according to the power generation amount command which is an external signal, while keeping the field current within a preset range.

  Here, the response when changing the field current flowing through the field winding 4 is lower than the response when the switching element is turned on and off. For example, when increasing the power generation amount, if the field current is changed to increase the power generation amount by a relatively large fluctuation width ΔP1 as shown in FIG. 6, the response of the power generation amount is poor, and the torque is low. Fluctuations also increase.

  However, in the present disclosure, by setting the time for turning on the switching element in accordance with the power generation amount command while keeping the field current within the predetermined range, as shown in FIG. The amount of power generation is increased by ΔP2. Thereafter, the power generation amount is gradually increased by increasing the ratio of ΔT in one cycle of the electrical angle, and thereafter, the power generation amount is further increased by ΔP3.

  According to such a configuration, since the amount of power generation is controlled by the time during which the switching element is turned on, the responsiveness of the amount of power generated by the vehicular rotating electrical machine 1 to the power generation command can be improved, and the torque at this time can be improved. Variation can be reduced. Therefore, it is possible to easily adjust the power generation amount.

  (1b) In the rotating electric machine 1 for a vehicle, the control device 7 is configured to estimate a peak timing indicating a timing at which the voltage of the stator windings 2 and 3 reaches a peak based on a signal from the rotation angle sensor 11. , The timing is set based on the peak timing.

  According to such a configuration, since the timing at which the switching element is turned on is set based on the peak timing, even if the estimated peak timing slightly deviates from the actual peak timing, the stator winding 2 3 and the terminal voltage of the battery can be easily ensured. Therefore, it is possible to suppress a power running in which a current flows backward from the battery side to the vehicular rotating electric machine 1 side during power generation.

(1c) In the rotating electric machine 1 for a vehicle, the control device 7 is configured to set the timing such that the center of the time when the switching element is turned on is the peak timing.
According to such a configuration, power running can be suppressed more reliably.

(1d) In the rotating electrical machine 1 for a vehicle, the control device 7 is configured to set a timing for turning on the switching element a plurality of times during one electrical angle period.
According to such a configuration, even when a voltage waveform is distorted, such as when a voltage peak actually occurs a plurality of times during one electrical angle cycle, power generation can be performed satisfactorily. Can be.

  (1e) In the vehicular rotating electrical machine 1, when switching the power generation mode from one of a plurality of power generation modes prepared in advance to another mode, the control device 7 is turned on so as to approach the power generation amount after the switching. Set the time. In the present embodiment, when switching between PWM power generation and synchronous power generation, the timing is set so as to approach the power generation amount after switching.

  According to such a configuration, it is possible to reduce the amount of power generation when switching the power generation mode from one mode to another mode, and in this embodiment, the amount of power generation when switching between PWM power generation and synchronous power generation, and fluctuations in torque. it can.

[2. Second Embodiment]
[2-1. Differences from First Embodiment]
The second embodiment has the same basic configuration as that of the first embodiment, and therefore, differences will be described below. The same reference numerals as in the first embodiment denote the same components, and refer to the preceding description.

  In the first embodiment described above, switching power generation is performed only when switching between PWM power generation and synchronous power generation. On the other hand, the second embodiment is different from the first embodiment in that not only the switching between the PWM power generation and the synchronous power generation, but also the same MOS controlled power generation as the switching power generation is performed.

[2-2. Constitution]
In the electric rotating machine 2 for a vehicle according to the second embodiment, as shown in FIG. 8, the power generation mode is set according to the relationship between the rotation speed of the electric rotating machine 2 for a vehicle and the generated current. That is, in the second embodiment, the switching power generation is set to be performed between the above-described region where the PWM power generation is performed and the region where the synchronous power generation is performed. MOS controlled power generation is newly set in a region where the generated current is relatively small.
In addition, in the rotating electric machine 1 for a vehicle of the first embodiment, the PWM power generation capable of generating power at a cut-in rotation number or less of the synchronous power generation is performed, but the present invention is not limited to this configuration. As shown in FIG. 8, the PWM power generation may be performed within a range of a preset rotation speed including a cut-in rotation speed of synchronous power generation. That is, the PWM power generation may be performed at a rotation speed equal to or higher than the cut-in rotation speed of the synchronous power generation. Further, the switching power generation or the MOS controlled power generation may be performed within a preset rotation speed range including the cut-in rotation speed of the synchronous power generation. However, when the power generation efficiency in the synchronous power generation exceeds the power generation efficiency in other power generation modes other than the synchronous power generation, it is preferable to perform the synchronous power generation. In other words, the above-mentioned “within the range of the preset rotation speed including the cut-in rotation speed of the synchronous power generation” may be any range including the cut-in rotation speed of the synchronous power generation, It is preferable that the power generation efficiency in the power generation mode be within a range of the number of rotations exceeding the power generation efficiency in the synchronous power generation. Note that the range of the number of rotations may be set to fluctuate according to the generated current or the like.

  The switching power generation according to the present embodiment is a power generation mode used when shifting the power generation mode between PWM power generation and synchronous power generation, as in the first embodiment. The power generation mode is set according to the relationship between the number of rotations and the generated current, so that if the number of rotations and the generated current of the vehicular rotating electrical machine 1 match the conditions for performing switching power generation, the power generation mode is set even when the power generation mode is not shifted. Is done.

  The MOS controlled power generation is a power generation mode that is performed to suppress the power generation amount when the power generation amount becomes excessive when the synchronous power generation is performed, and the power generation control similar to the above-described switching power generation is performed. That is, in the MOS controlled power generation, control is performed such that the timing when the switching element is turned on in accordance with the power generation amount command is made variable while keeping the field current to the field winding 4 within a predetermined range. The power generation method for controlling the power generation amount is shown below.

  However, the field current to the field winding 4 in the MOS controlled power generation may be in a range where the upper limit is set higher than the range of the field current in the switched power generation. If the field current is set in this way and the on / off of the switching element is controlled, the amount of power generation can be more greatly varied.

  With such a MOS controlled power generation, it is easy to increase or decrease the power generation amount with time in a state where the power generation amount is relatively small, as shown in FIG. 9, and the relationship between the power generation amount command value and the power generation amount Can be controlled linearly. That is, it is possible to suppress the torque fluctuation by the vehicular rotating electrical machine 2 in a region where the power generation amount is relatively small, such as the idling speed.

[2-3. effect]
According to the second embodiment described in detail above, the effect (1a) of the first embodiment described above is achieved, and further, the following effects are achieved.

  (2a) The vehicular rotating electric machine 2 is driven at a rotation speed proportional to the rotation speed of an engine mounted on the vehicle. As a plurality of power generation modes, at least the induced voltage in the armature windings 2 and 3 is a diode. This is a power generation method that turns on the switching element when the voltage exceeds the degree of conduction, and the cut-in rotation speed that indicates the rotation speed of the rotating electric machine for a vehicle where it is difficult to generate power is higher than the rotation speed proportional to the idle rotation speed of the engine. Is set, and PWM power generation, which is one of the other power generation modes capable of generating power at a rotation speed less than the cut-in rotation speed, is prepared. Is configured to switch between synchronous power generation and another power generation mode so as to enter a power generation mode other than synchronous power generation.

According to such a configuration, even if the rotation speed becomes lower than the cut-in rotation speed in the synchronous power generation, power generation can be continued in another power generation mode such as PWM power generation.
(2b) In the vehicular rotating electrical machine 2, when the power generation amount command is a command requesting a power generation amount smaller than a preset threshold, the control device 7 sets the field current to an upper limit value higher than a specified range. The ON timing may be set while keeping the range within the range set.

  According to such a configuration, the on-time is set while the field current is further increased, so that the power generation amount can be more greatly varied. Therefore, the power generation amount can be linearly controlled in a wider range.

[3. Third Embodiment]
[3-1. Differences from First Embodiment etc.]
In the above-described first and second embodiments, PWM power generation is performed, but a configuration in which PWM power generation is not performed may be adopted. The third embodiment differs from the first and second embodiments in that Di power generation is performed instead of PWM power generation.

[3-2. Constitution]
In the rotating electric machine for a vehicle 3 of the third embodiment, as shown in FIG. 10, the power generation mode is set according to the relationship between the rotation speed of the rotating electric machine for a vehicle 3 and the generated current. Here, the rotating electrical machine 3 for a vehicle of the third embodiment is set so that the rotating speed of the rotating electrical machine 3 for the vehicle at the idle rotation does not become less than the cut-in rotation speed of the synchronous power generation. That is, the vehicular rotating electrical machine 3 of the third embodiment can perform synchronous power generation at idle rotation.

  Then, in a region where synchronous power generation is performed and a region where the generated current is relatively small, Di power generation is newly performed, and in the region between synchronous power generation and Di power generation, the above-described switching power generation is performed. Di power generation means that even if the induced voltage applied to the stator windings 2 and 3 exceeds a voltage at which the diodes provided in the rectifier modules 5 and 6 conduct, the switching elements are not turned on. A power generation method for generating power only with a current that has conducted through a diode will be described.

  Here, when changing the field current value during synchronous power generation to switch from synchronous power generation to Di power generation to suppress the power generation amount, the power generation efficiency differs between synchronous power generation and Di power generation. In addition, the fluctuation of the generated current and the torque at the time of switching becomes large. In particular, when the engine of the vehicle is idling, the user may easily perceive the torque fluctuation, and there is a possibility that the ride comfort may be reduced.

  Therefore, in order to suppress the torque fluctuation of the vehicular rotating electrical machine 3 without using the switching power generation in the conventional configuration, for example, it is necessary to perform the following procedure. That is, as shown in [A] of FIG. 11, first, the field current is reduced while performing synchronous power generation, and then, as shown in [B] of FIG. The current is once increased, and the field current is reduced while performing Di power generation as shown in [C] of FIG.

When the power generation amount is controlled mainly by changing the field current in this way, switching between synchronous power generation and Di power generation is required, and the field current needs to be largely fluctuated. Did not.
On the other hand, in the vehicular rotating electric machine 3 of the present embodiment, when the power generation amount is suppressed during the synchronous power generation, the switching power generation is used. That is, as shown in [A] of FIG. 11, first, the field current is reduced by synchronous power generation, and then, as shown in [C] of FIG. 11, the time for turning on the switching element is reduced by switching power generation. By doing so, the power generation amount is reduced without increasing the field current. In the vehicular rotating electrical machine 3 of the present embodiment, the responsiveness of the power generation amount can be improved by the small number of procedures for suppressing the power generation amount.

[4. Other Embodiments]
Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above embodiments, and can be implemented with various modifications.

  (4a) In the third embodiment, MOS controlled power generation is performed in a region corresponding to switching between synchronous power generation and Di power generation. However, MOS controlled power generation may be performed in an arbitrary region. For example, as shown in FIG. 12, MOS-controlled power generation may be performed in place of the PWM power generation of the first embodiment within the range of the engine idle rotation.

  (4b) In the above embodiment, as shown in FIG. 13, the control device 7 is configured to set the timing for turning on each of the plurality of switching elements only once during one cycle of the electrical angle. However, the present invention is not limited to this. For example, as shown in FIG. 14, the control device 7 may be configured to set a timing for turning on one of the switching elements a plurality of times during one electrical angle period.

  In the example shown in FIG. 14, the switching element is turned on for a time β before the peak timing, and is turned on for a time γ after the peak timing T1. At this time, the time β and the time γ may be equal, and the peak timing may be set to be the center of the timing when the switching element is turned on a plurality of times. In addition, the time β and the time γ may be set to different times.

  (4c) A plurality of functions of one component in the above embodiment may be realized by a plurality of components, or one function of one component may be realized by a plurality of components. . Also, a plurality of functions of a plurality of components may be realized by one component, or one function realized by a plurality of components may be realized by one component. Further, a part of the configuration of the above embodiment may be omitted. Further, at least a part of the configuration of the above-described embodiment may be added to or replaced with the configuration of another above-described embodiment. Note that all aspects included in the technical idea specified by the terms described in the claims are embodiments of the present disclosure.

  (4d) In addition to the above-described rotating electric machine 1 for a vehicle, a system including the rotating electric machine 1 for a vehicle as a component, a program for causing a computer to function as the rotating electric machine 1 for a vehicle, a semiconductor memory storing the program, and the like. The present disclosure can be realized in various forms such as a non-transitional actual recording medium and a control method of the vehicular rotating electric machine 1.

[5. Correspondence between Configuration of Embodiment and Configuration of the Present Disclosure]
The stator windings 2 and 3 in the above embodiments correspond to armature windings in the present disclosure, and the rectifier module groups 5 and 6 in the above embodiments correspond to switching units in the present disclosure. Further, the control device 7 in the above embodiment corresponds to the on-time setting unit and the peak estimating unit in the present disclosure.

  DESCRIPTION OF SYMBOLS 1 ... Rotating electric machine for vehicles, 2, 3 ... Stator winding, 4 ... Field winding, 5, 6 ... Rectifier module group, 7 ... Control device, 8 ... ECU, 9 ... Battery, 10 ... Load, 11 ... Rotation angle sensor, 12: charging line, 50, 51: MOS transistor, 54: control circuit.

Claims (10)

An armature winding (2, 3) having a plurality of phase windings;
A field winding (4) that is magnetized by a field current and that is movable with respect to the armature winding;
A switching unit configured to form a bridge circuit having a plurality of upper and lower arms each including a switching element in which a diode is connected in parallel, and to rectify an induced voltage of the armature winding;
An on-time setting unit (7) configured to set an on-time indicating a time when the switching element is turned on in response to a power generation amount command while keeping the field current within a predetermined range set in advance; ,
A rotating electric machine for a vehicle comprising: The vehicular rotating electric machine according to claim 1, wherein
A peak estimating unit (7) configured to estimate a peak timing indicating a timing at which the voltage of the armature winding reaches a peak,
The rotating electrical machine for a vehicle, wherein the on-time setting unit is configured to set the on-time based on the peak timing. The vehicular rotating electric machine according to claim 2, wherein
The rotating electric machine for a vehicle, wherein the on-timing setting unit is configured to set the on-timing such that the center of the time for turning on the switching element is the peak timing. The vehicular rotating electric machine according to claim 2, wherein
The on-time setting unit is configured to set the on-time for turning on the switching element a plurality of times during one electrical angle of the vehicular rotating electrical machine. The vehicular rotating electrical machine according to any one of claims 1 to 4, wherein
The on-time setting unit is configured to set the on-time so as to approach a power generation amount after switching when switching the power generation mode from one mode of the plurality of power generation modes prepared in advance to another mode. Rotating electric machine for vehicles. The vehicular rotating electric machine according to claim 5, wherein
The vehicular rotating electric machine is driven at a rotation speed proportional to the rotation speed of an engine mounted on the vehicle,
As the plurality of power generation modes, at least, a power generation method for turning on the switching element when an induced voltage in the armature winding exceeds a voltage enough to conduct the diode, and for a vehicle in which power generation becomes difficult. Synchronous power generation in which the cut-in rotation speed representing the rotation speed of the rotating electric machine is set to be higher than the rotation speed proportional to the idle rotation speed of the engine, and other power generation modes capable of generating power at a rotation speed less than the cut-in rotation speed Is prepared,
In the synchronous power generation, the on-time setting unit performs the synchronous power generation and the other power generation in a power generation mode other than the synchronous power generation within a preset rotation speed range including the cut-in rotation speed. A rotating electric machine for a vehicle configured to switch between modes. A vehicular rotating electrical machine according to claim 5 or claim 6,
As the plurality of power generation modes, at least PWM power generation in which the switching element is controlled by a PWM waveform, and turning on the switching element when an induced voltage in the armature winding exceeds a voltage enough to conduct the diode. With synchronous power generation,
The on-time setting unit is configured to, when switching between the PWM power generation and the synchronous power generation, set the on-time so as to approach a power generation amount after the switching. The vehicular rotating electrical machine according to any one of claims 1 to 7, wherein:
The on-time setting unit is configured to set the on-time according to an external signal including at least one of a target voltage, a target torque, and a control mode command as the power generation amount command. Electric machine. The vehicular rotating electric machine according to any one of claims 1 to 8, wherein:
The on-timing setting unit sets, as the power generation amount command, at least one of a rotation angle of a rotation angle sensor, a rotation speed of an engine or the rotating electrical machine for a vehicle, a terminal voltage, a temperature, a phase voltage, a phase current, and torque. A vehicular rotating electrical machine configured to set the on-time according to an internal calculation value that includes the on-time. The vehicular rotating electrical machine according to any one of claims 1 to 9, wherein:
When the power generation amount command is a command requesting a power generation amount less than a preset threshold, the on-time setting unit sets the field current within a range where the upper limit is set higher than the specified range. And a rotating electric machine for a vehicle configured to set the on-time.

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