JP4007212B2 - Generator motor - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a generator-motor apparatus provided with a control device on an end surface, and particularly to a generator-motor apparatus having high cooling efficiency of the control apparatus.
[0002]
[Prior art]
Japanese Patent Laid-Open No. 2-266855 discloses a starter generator that has both a function of a three-phase motor for starting an engine mounted on a vehicle and a function of a three-phase AC generator for charging a battery.
[0003]
Referring to FIG. 9, starter generator 300 disclosed in Japanese Patent Laid-Open No. 2-266855 includes a motor unit 301 and a drive unit 302. The motor unit 301 includes a stator and a rotor. The drive unit 302 is provided on the end surface 301 </ b> A of the motor unit 301. The drive unit 302 includes a cylindrical member 302A and a power module 302B. The power module 302B is formed on the surface of the cylindrical member 302A. That is, the power module 302B is disposed in a direction perpendicular to the radial direction 303 of the cylindrical member 302A and in a longitudinal direction 304 of the rotation shaft 301B of the motor unit 301.
[0004]
Then, the power module 302B drives the motor unit 301 so that the rotor outputs a predetermined torque by passing a current through the coil included in the motor unit 301, and the rotor of the motor unit 301 is rotated by the rotational force of the engine. By doing so, the AC voltage induced in the three stators is converted into a DC voltage to charge the battery.
[0005]
Thus, the power module 302B is provided on the end surface 301A of the motor unit 301, and drives the motor unit 301 as an electric motor or a generator.
[0006]
[Patent Document 1]
Japanese Laid-Open Patent Publication No. 2-266855
[Patent Document 2]
JP 2001-251898 A
[Patent Document 3]
JP-A-7-184361
[Problems to be solved by the invention]
However, since Japanese Patent Laid-Open No. 2-266855 does not clearly disclose the position of electrodes included in the power module, it is difficult to increase the cooling efficiency of the power module in the conventional starter generator. is there.
[0010]
Further, since Japanese Patent Laid-Open No. 2-266855 does not clearly disclose the arrangement position of the wiring to the power module, it is difficult to shorten and simplify the wiring in the conventional starter generator. There is a problem.
[0011]
Accordingly, the present invention has been made to solve such a problem, and an object thereof is to provide a generator-motor apparatus including a control device with high cooling efficiency.
[0012]
Another object of the present invention is to provide a generator-motor apparatus having a simplified control device with a short wiring.
[0013]
[Means for Solving the Problems and Effects of the Invention]
According to this invention, the generator motor apparatus includes a motor, a first electrode plate, a second electrode plate, a third electrode plate, and a multiphase switching element group. The motor includes a rotor and a stator, and functions as a generator and an electric motor. The first, second and third electrode plates are arranged in a substantially U shape on the end face of the motor so as to surround the rotation shaft of the motor. The polyphase switching element group controls the current supplied to the stator of the motor. The multiphase switching element group includes a plurality of arms. The plurality of arms are provided corresponding to the number of phases of the motor, and each of the arms includes first and second switching elements. The first electrode plate is disposed at a position away from the rotation axis of the motor by a predetermined distance in a direction perpendicular to the rotation axis. The second and third electrode plates are arranged outside the first electrode plate. The first and second switching elements are electrically connected in series between the first electrode plate and the third electrode plate. The plurality of first switching elements are disposed on the first electrode plate. The plurality of second switching elements are disposed on the second electrode plate.
[0014]
Preferably, the generator motor element further includes a control circuit. The control circuit controls the plurality of first and second switching elements. The control circuit is provided on the ceramic substrate disposed in the substantially U-shaped cutout portion in the same direction as the in-plane direction of the first, second, and third electrode plates.
[0015]
Preferably, the generator motor device further includes a plurality of first wirings and a plurality of second wirings. The plurality of first wirings connect the control circuit to the plurality of first switching elements. The plurality of second wirings connect the control circuit to the plurality of second switching elements. The plurality of first wires are arranged so as to surround the rotation shaft between the rotation shaft of the motor and the first electrode plate. The plurality of second wirings are arranged between the rotation shaft of the motor and the first electrode plate and between the first electrode plate and the motor.
[0016]
Preferably, the first and second electrode plates are arranged in the first plane. The third electrode plate is disposed in a second plane different from the first plane.
[0017]
Preferably, the second plane is closer to the motor than the first plane.
Preferably, the plurality of arms are arranged radially in the in-plane direction of the first, second and third electrode plates.
[0018]
Preferably, each of the plurality of first and second switching elements has a control terminal, an input terminal, and an output terminal. The control terminal receives a control signal from the plurality of first wirings or the plurality of second wirings. The input terminal receives a direct current. The output terminal outputs a direct current corresponding to the control content by the control signal. The input terminal of the first switching element is in contact with the first electrode plate. The control terminal of the first switching element is disposed on the rotating shaft side and connected to the first wiring. The output terminal of the first switching element is disposed on the second electrode plate side and is connected to the second electrode plate. The input terminal of the second switching element is in contact with the second electrode plate. The control terminal of the second switching element is disposed on the rotating shaft side and connected to the second wiring. The output terminal of the second switching element is disposed on the third electrode plate side and is connected to the third electrode plate.
[0019]
In the generator-motor apparatus according to the present invention, the first switching element constituting each arm is disposed on the first electrode plate disposed on the innermost periphery of the end surface of the motor, and the second switching element is the first switching element. It arrange | positions on the 2nd electrode plate arrange | positioned on the outer side of one electrode plate.
[0020]
Therefore, according to the present invention, the first and second switching elements can be efficiently cooled by the air flow taken into the motor.
[0021]
In the generator-motor apparatus according to the present invention, the control circuit for controlling the first and second switching elements is in the same plane as the first, second, and third electrode plates, and the first, second, And it arrange | positions in the notch part of a 3rd electrode plate. The wiring connecting the control circuit to the first switching element is disposed between the rotating shaft of the motor and the first electrode plate, and the wiring connecting the control circuit to the second switching element is connected to the rotating shaft of the motor. Arranged between the first electrode plate and between the first electrode plate and the motor.
[0022]
Therefore, according to the present invention, the wiring can be shortened and simplified.
[0023]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.
[0024]
Referring to FIG. 1, generator motor apparatus 100 according to the present invention includes Zener diodes 21, DT1 to DT3, MOS transistors Tr1 to Tr6, power supply 26, MOS driver 27, alternator 50, custom IC 70, electrodes Plates 81, 82A to 82C, 83, a substrate 84, terminals 84A to 84D, and wirings 85A to 85D, 86A to 86D are provided.
[0025]
The electrode plates 81, 82 </ b> A to 82 </ b> C, 83 and the substrate 84 are formed on the end face of the alternator 50. The electrode plate 81 has a substantially U shape and is provided around the rotation shaft 50 </ b> A of the alternator 50. The electrode plates 82 </ b> A to 82 </ b> C are provided in a substantially U shape so as to surround the electrode plate 81 outside the electrode plate 81. And electrode plate 82A-82C is arrange | positioned at predetermined intervals. The electrode plate 83 is disposed at a position where the distance from the rotation shaft 50A is substantially the same as that of the electrode plates 82A to 82C. And a part of electrode plate 83 is arrange | positioned under electrode plate 82A-82C. The substrate 84 is disposed in the substantially U-shaped cutout portion of the electrode plate 81 in the same direction as the in-plane direction of the electrode plates 81, 82 </ b> A to 82 </ b> C, 83.
[0026]
MOS transistors Tr1, Tr3, Tr5 are disposed on electrode plate 81, MOS transistor Tr2 and Zener diode DT1 are disposed on electrode plate 82A, and MOS transistor Tr4 and Zener diode DT2 are disposed on electrode plate 82B. The MOS transistor Tr6 and the Zener diode DT3 are disposed on the electrode plate 82C.
[0027]
The MOS transistor Tr1 has a drain connected to the electrode plate 81 and a source connected to the electrode plate 82A. The MOS transistor Tr2 has a drain connected to the electrode plate 82A and a source connected to the electrode plate 83. Zener diode DT1 has one terminal connected to electrode plate 82A and the other terminal connected to electrode plate 83. Electrode plate 82A is connected to one end 51A of the U-phase coil of alternator 50.
[0028]
The MOS transistor Tr3 has a drain connected to the electrode plate 81 and a source connected to the electrode plate 82B. The MOS transistor Tr4 has a drain connected to the electrode plate 82B and a source connected to the electrode plate 83. Zener diode DT2 has one terminal connected to electrode plate 82B and the other terminal connected to electrode plate 83. Electrode plate 82B is connected to one end 52A of the V-phase coil of alternator 50.
[0029]
The MOS transistor Tr5 has a drain connected to the electrode plate 81 and a source connected to the electrode plate 82C. The MOS transistor Tr6 has a drain connected to the electrode plate 82C and a source connected to the electrode plate 83. Zener diode DT3 has one terminal connected to electrode plate 82C and the other terminal connected to electrode plate 83. Electrode plate 82C is connected to one end 53A of the W-phase coil of alternator 50.
[0030]
Therefore, the MOS transistors Tr1 and Tr2 are connected in series between the electrode plate 81 and the electrode plate 83 via the electrode plate 82A. The MOS transistors Tr3 and Tr4 are connected in series between the electrode plate 81 and the electrode plate 83 through the electrode plate 82B. Further, the MOS transistors Tr5 and Tr6 are connected in series between the electrode plate 81 and the electrode plate 83 via the electrode plate 82C. Electrode plates 82A to 82C are connected to the U-phase coil, V-phase coil, and W-phase coil of alternator 50, respectively.
[0031]
MOS transistors Tr1 and Tr2 constitute a U-phase arm, MOS transistors Tr3 and Tr4 constitute a V-phase arm, and MOS transistors Tr5 and Tr6 constitute a W-phase arm. The U-phase arm, the V-phase arm, and the W-phase arm are arranged radially from the rotation shaft 50A toward the outer periphery in a plane perpendicular to the rotation shaft 50A.
[0032]
The substrate 84 is made of a ceramic substrate. The power source 26, custom IC 70, MOS driver 27, and terminals 84A to 84D are arranged on the substrate 84. The power supply 26, custom IC 70, and MOS driver 27 are resin-molded on the substrate 84.
[0033]
The terminal 84A receives the signal M / G and outputs the received signal M / G to the custom IC 70 via the wiring 85A. The terminal 84B receives the signal RLO and outputs the received signal RLO to the custom IC 70 via the wiring 85B. The terminal 84C receives the signal CHGL and outputs the received signal CHGL to the custom IC 70 via the wiring 85C. Terminal 84D receives a DC voltage output from a battery (not shown), and supplies the received DC voltage to power supply 26 via wiring 85D.
[0034]
When wiring from the substrate 84 to the electrode plates 81 and 82A to 82C, the wirings 86A to 86F are arranged along the circumference surrounding the rotation shaft 50A in the space between the rotation shaft 50A and the electrode plate 81. The wiring 86B is bent at the point C, and is routed to the electrode plate 82A through the lower side of the electrode plate 81 (between the electrode plate 81 and the alternator 50). The wiring 86D is bent at the point D, and is routed to the electrode plate 82B through the lower side of the electrode plate 81 (between the electrode plate 81 and the alternator 50). Further, the wiring 86F is bent at a point E and is routed to the electrode plate 82C through the lower side of the electrode plate 81 (between the electrode plate 81 and the alternator 50).
[0035]
The wirings 86A, 86C, 86E constitute “a plurality of first wirings”. Also. The wirings 86B, 86D, and 86F constitute “a plurality of second wirings”.
[0036]
The MOS driver 27 outputs a control signal to the gates of the MOS transistors Tr1 to Tr6 via the wirings 86A to 86F, respectively.
[0037]
The Zener diode 21 is disposed in the space between the substrate 84 and the electrode plates 81 and 83, and is connected between the electrode plate 81 and the electrode plate 83. The capacitor 22 is disposed in a space portion between the substrate 84 and the electrode plates 81, 82 </ b> C, and 83, and is connected between the electrode plate 81 and the electrode plate 83.
[0038]
The electrode plate 81 functions as a positive bus, which will be described later, and one end thereof is connected to the terminal 87. Electrode plate 81 receives a DC voltage output from a battery (not shown) via terminal 87. The electrode plate 83 functions as a negative bus described later, and is connected to the ground node.
[0039]
FIG. 2 shows a plan view of the MOS transistor Tr1 and cross-sectional views of the MOS transistor Tr1 and the electrode plates 81 and 82A. Referring to FIG. 2, MOS transistor Tr1 includes a gate G, a source S, and a drain D. The gate G is connected to the wiring 86A. The source S is disposed beside the gate G and is connected to the electrode plate 82A by the wiring GL. Therefore, in the MOS transistor Tr1, the gate G is directed to the rotating shaft 50A and the source S is connected to the electrode so that the gate G is easily connected to the wiring 86A and the source S is easily connected to the electrode plate 82A by the wiring GL. It arrange | positions toward the board 82A side. The drain D is connected to the electrode plate 81.
[0040]
Each of the MOS transistors Tr2 to Tr6 includes a gate G, a source S, and a drain D like the MOS transistor Tr1, and is arranged in the same manner as the MOS transistor Tr1.
[0041]
In a large power device such as the MOS transistors Tr1 to Tr6, as described above, the gate G is often provided at the central portion of one side having the peripheral portion of the device. This is to make the signal input line from the outside of the element as short as possible and to make the output terminal pad as large as possible.
[0042]
Therefore, when the drains D of the MOS transistors Tr1 to Tr6 are provided on the back surface of the element, the wiring GL from the source S is mounted so as to be taken out on the side opposite to the side where the gate G exists.
[0043]
Then, when the MOS transistors Tr1 to Tr6 are arranged on the electrode plates 81, 82A, 82B, and 82C, the gate G is on the rotating shaft 50A side in order to shorten the wirings 86A, 86B, 86C, 86D, 86E, 86F, and GL. It is necessary to arrange the MOS transistors Tr1 to Tr6 so that the source S faces the outer peripheral side.
[0044]
The MOS transistors Tr1, Tr3, Tr5 constitute the upper arm of an inverter that controls the current flowing through each phase coil of the alternator 50, and the MOS transistors Tr2, Tr4, Tr6 pass the current passed through each phase coil of the alternator 50. Since the lower arm of the inverter to be controlled is configured, considering the arrangement direction of the MOS transistors Tr1 to Tr6, the electrode plate 81 is arranged on the innermost periphery, and the electrode plates 82A, 82B, 82C, 83 are arranged outside the electrode plate 81. Arrangement increases the cooling efficiency of the MOS transistors Tr1 to Tr6 (if the MOS transistors Tr1 to Tr6 are arranged on the inner peripheral side of the end face of the alternator 50, the MOS transistor Tr1 ~ Tr6 can be cooled), or wiring 86A, 86B, 6C, the best 86D, 86E, 86F, from the viewpoint of shortening the GL.
[0045]
As for the arrangement of the electrode plate 83, the electrode plate 83 constitutes a negative bus, and can be connected to the cover or frame of the alternator 50 and grounded. Is efficient.
[0046]
Therefore, the electrode plate 81 is arranged on the innermost periphery, and the electrode plates 82A, 82B, 82C, 83 are arranged outside the electrode plate 81.
[0047]
FIG. 3 is a cross-sectional structure diagram of the alternator 50 as viewed from the cross section taken along line AA shown in FIG. Referring to FIG. 3, rotor 55 is fixed to rotating shaft 50 </ b> A, and rotor coil 54 is wound around rotor 55. The stators 56 and 57 are fixed to the outside of the rotor 55, the U-phase coil 51 is wound around the stator 56, and the V-phase coil 52 is wound around the stator 57. In FIG. 3, the stator around which the W-phase coil is wound is omitted.
[0048]
A pulley 160 is connected to one end of the rotary shaft 50A. The pulley 160 transmits torque generated by the alternator 50 to the engine crankshaft or accessories via the belt, and from the engine crankshaft. Is transmitted to the rotating shaft 50A.
[0049]
On the other end side opposite to one end of the rotation shaft 50A to which the pulley 160 is connected, electrode plates 81 and 83 are arranged so as to surround the rotation shaft 50A. Further, the brush 58 is disposed so as to be in contact with the rotation shaft 50A. The substrate 84 is installed on the upper side of the rotating shaft 50 </ b> A, and the capacitor 22 is disposed in front of the substrate 84.
[0050]
The MOS transistor 40 is installed on the opposite side of the capacitor 22 across the electrode plate 81. The MOS transistor 40 has a drain connected to the electrode plate 81 and a source connected to the rotor coil 54. When the alternator 50 generates power, the amount of power generation is determined by the rotor current flowing through the rotor coil 54. Accordingly, the MOS transistor 40 causes the rotor current necessary for the alternator 50 to generate the command power generation amount to flow through the rotor coil 54.
[0051]
As described above, the MOS transistor 40 that controls the rotor current that determines the power generation amount of the alternator 50 is arranged on the back side of the substrate 84 when viewed from the B direction.
[0052]
4 is a cross-sectional view showing the arrangement of the electrode plates 81, 82B, 82C, 83, etc., as viewed from the cross section along the line AA shown in FIG. Referring to FIG. 4, wirings 86C, 86E, 86F are arranged on the left side of rotating shaft 50A, and electrode plates 81, 82C, 83 are sequentially arranged on the outer peripheral side of wirings 86C, 86E, 86F. The wirings 86C, 86E, 86F and the electrode plates 81, 82C are arranged in the same plane. The electrode plate 83 is disposed below the wirings 86C, 86E, 86F and the electrode plates 81, 82C, and a part of the electrode plate 83 overlaps the electrode plate 82C.
[0053]
A wiring 86D and electrode plates 81, 82B, and 83 are sequentially arranged on the right side of the rotation shaft 50A. A part of the wiring 86D and the electrode plates 81 and 82B are arranged in the same plane. The electrode plate 83 is disposed below a part of the wiring 86D and the electrode plates 81 and 82B, and a part of the electrode plate 83 overlaps the electrode plate 82B. The MOS transistor Tr4 is disposed on the electrode plate 82B. The wiring 86D is disposed between the rotating shaft 50A and the electrode plate 81 so as to surround the rotating shaft 50A up to the point D (see FIG. 1), and after being bent at the point D, passes through the lower side of the electrode plate 81. To the gate of the MOS transistor Tr4.
[0054]
Thus, the electrode plate 83 is disposed below the plane on which the electrode plates 81, 82B, and 82C are disposed, that is, on the side closer to the alternator.
[0055]
FIG. 5 shows a circuit block diagram of the generator motor 100 and the battery 10. The control circuit 20 includes a Zener diode 21 disposed between the substrate 84 and the electrode plates 81, 83, a capacitor 22 disposed between the substrate 84 and the electrode plates 81, 82 C, 83, and the electrode plate 81. MOS transistors Tr1, Tr3, Tr5, MOS transistors Tr2, Tr4, Tr6 respectively disposed on the electrode plates 82A to 82C, a power source 26, a MOS driver 27, a custom IC 70, MOS transistor 40 and diode 41 are included.
[0056]
MOS transistors Tr1 and Tr2 constitute a U-phase arm 23, MOS transistors Tr3 and Tr4 constitute a V-phase arm 24, and MOS transistors Tr5 and Tr6 constitute a W-phase arm 25.
[0057]
The custom IC 70 includes a synchronous rectifier 28 and control units 29 and 30. The rotation angle sensor 60 is built in the alternator 50.
[0058]
Alternator 50 includes a U-phase coil 51, a V-phase coil 52, a W-phase coil 53, and a rotor coil 54. One end 51A of U-phase coil 51 is connected to node N1 between MOS transistor Tr1 and MOS transistor Tr2. One end 52A of V-phase coil 52 is connected to node N2 between MOS transistor Tr3 and MOS transistor Tr4. One end 53A of W-phase coil 53 is connected to a node N3 between MOS transistor Tr5 and MOS transistor Tr6.
[0059]
The fuse FU <b> 1 is connected between the positive electrode of the battery 10 and the control circuit 20. That is, the fuse FU1 is disposed closer to the battery 10 than the Zener diode 21 is. As described above, by disposing the fuse FU1 closer to the battery 10 than the Zener diode 21, overcurrent detection becomes unnecessary, and the control circuit 20 can be downsized. Fuse FU <b> 2 is connected between the positive electrode of battery 10 and power supply 26.
[0060]
Zener diode 21 and capacitor 22 are connected in parallel between positive bus L1 and negative bus L2.
[0061]
U-phase arm 23, V-phase arm 24 and W-phase arm 25 are connected in parallel between positive bus L1 and negative bus L2. Zener diode DT1 is connected in parallel to MOS transistor Tr2 between node N1 and negative bus L2. Zener diode DT2 is connected in parallel to MOS transistor Tr4 between node N2 and negative bus L2. Zener diode DT3 is connected in parallel to MOS transistor Tr6 between node N3 and negative bus L2.
[0062]
MOS transistor 40 is connected between the positive electrode of battery 10 and node N4. Diode 41 is connected between node N4 and ground node GND.
[0063]
The diode connected in parallel to the MOS transistors Tr1 to Tr6, 40 is a parasitic diode formed between the MOS transistors Tr1 to Tr6, 40 and the semiconductor substrate.
[0064]
The battery 10 outputs a DC voltage of 12V, for example. Zener diode 21 absorbs a surge voltage generated between positive bus L1 and negative bus L2. That is, the Zener diode 21 absorbs the surge voltage when a surge voltage higher than a predetermined voltage level is applied between the positive bus L1 and the negative bus L2, and is applied to the capacitor 22 and the MOS transistors Tr1 to Tr6. DC voltage to be below a predetermined voltage level. Therefore, the capacitance of the capacitor 22 and the sizes of the MOS transistors Tr1 to Tr6 need not be increased in consideration of the surge voltage. As a result, the capacitor 22 and the MOS transistors Tr1 to Tr6 can be reduced in size.
[0065]
Capacitor 22 smoothes the input DC voltage and supplies the smoothed DC voltage to U-phase arm 23, V-phase arm 24 and W-phase arm 25. MOS transistors Tr1 to Tr6 receive a control signal from MOS driver 27 at their gates and are turned on / off by the received control signal. The MOS transistors Tr1 to Tr6 drive the alternator 50 by switching the direct current flowing through the U-phase coil 51, the V-phase coil 52, and the W-phase coil 53 of the alternator 50 by the DC voltage supplied from the capacitor 22. Also, the MOS transistors Tr1 to Tr6 convert the AC voltage generated by the U-phase coil 51, V-phase coil 52 and W-phase coil 53 of the alternator 50 into a DC voltage according to a control signal from the MOS driver 27, and charge the battery 10. To do.
[0066]
Zener diodes DT1 to DT3 prevent overvoltage from being applied to MOS transistors Tr2, Tr4, and Tr6, respectively, when U-phase coil 51, V-phase coil 52, and W-phase coil 53 of alternator 50 generate power. That is, Zener diodes DT1 to DT3 protect lower arms of U-phase arm 23, V-phase arm 24, and W-phase arm 25 when alternator 50 is in the power generation mode.
[0067]
The power supply 26 receives the DC voltage output from the battery 10 via the fuse FU2, and supplies the received DC voltage to the MOS driver 27 as two DC voltages having different voltage levels. More specifically, the power source 26 generates, for example, a 5 V DC voltage based on the 12 V DC voltage received from the battery 10, and the generated 5 V DC voltage and the 12 V DC received from the battery 10. The voltage is supplied to the MOS driver 27.
[0068]
The MOS driver 27 is driven by DC voltages of 5V and 12V supplied from the power supply 26. Then, the MOS driver 27 generates a control signal for turning on / off the MOS transistors Tr1 to Tr6 in synchronization with the synchronization signal from the synchronous rectifier 28, and sends the generated control signal to the gates of the MOS transistors Tr1 to Tr6. Output. More specifically, the MOS driver 27 generates control signals for turning on and off the MOS transistors Tr1 to Tr6 in the power generation mode of the alternator 50 based on the synchronization signals SYNG1 to SYNG6 from the synchronous rectifier 28. Based on the synchronization signals SYNM1 to SYNM6 from the rectifier 28, control signals for turning on / off the MOS transistors Tr1 to Tr6 in the drive mode of the alternator 50 are generated.
[0069]
When receiving the signal GS from the control unit 30, the synchronous rectifier 28 generates the synchronization signals SYNG 1 to SYNG 6 based on the timing signals TG 1 to TG 6 from the control unit 29, and sends the generated synchronization signals SYNG 1 to SYNG 6 to the MOS driver 27. Output. Further, when the synchronous rectifier 28 receives the signal MS from the control unit 30, the synchronous rectifier 28 generates synchronous signals SYNM1 to SYNM6 based on the timing signals TM1 to TM6 from the control unit 29, and the generated synchronous signals SYNM1 to SYNM6 are MOS drivers. To 27.
[0070]
The control unit 29 receives the angles θ1, θ2, and θ3 from the rotation angle sensor 60, and detects the rotational speed MRN of the rotor 55 included in the alternator 50 based on the received angles θ1, θ2, and θ3.
[0071]
The angle θ1 is the angle between the direction of the magnetic force generated by the U-phase coil 51 and the direction of the magnetic force generated by the rotor coil 54, and the angle θ2 is the direction of the magnetic force generated by the V-phase coil 52 and the rotor coil. The angle θ3 is an angle between the direction of the magnetic force generated by the W-phase coil 53 and the direction of the magnetic force generated by the rotor coil 54. The angles θ1, θ2, and θ3 change periodically in the range of 0 degrees to 360 degrees. Therefore, the control unit 29 detects the number of rotations MRN by detecting the number of times the angles θ1, θ2, and θ3 periodically change in the range of 0 degrees to 360 degrees in a predetermined period.
[0072]
Then, the control unit 29 detects the timing of the voltages Vui, Vvi, and Vwi induced in the U-phase coil 51, the V-phase coil 52, and the W-phase coil 53 of the alternator 50 based on the angles θ1, θ2, and θ3. Based on the detected timing, the MOS transistors Tr1 to Tr6 are turned on / off in order to convert the voltages Vui, Vvi, Vwi induced in the U-phase coil 51, the V-phase coil 52, and the W-phase coil 53 into a DC voltage. Timing signals TG1 to TG6 indicating timing are generated.
[0073]
Further, the control unit 29 is a timing signal indicating the timing for turning on / off the MOS transistors Tr1 to Tr6 in order to operate the alternator 50 as a drive motor based on the angles θ1, θ2, θ3 and the detected rotational speed MRN. TM1 to TM6 are generated.
[0074]
Then, the control unit 29 outputs the generated timing signals TG1 to TG6 and TM1 to TM6 to the synchronous rectifier 28.
[0075]
The control unit 30 receives a signal M / G, a signal RLO, and a signal CHGL from an eco-run ECU (Electrical Control Unit) (which will be described later) provided outside. Control unit 30 receives voltages Vu, Vv, and Vw applied to U-phase coil 51, V-phase coil 52, and W-phase coil 53 of alternator 50.
[0076]
Based on the signal M / G, the control unit 30 determines whether the alternator 50 is operated as a generator or a drive motor, generates a signal GS when the generator 50 is operated as a generator, and outputs the signal GS to the synchronous rectifier 28. . On the other hand, when operating the alternator 50 as a drive motor, the control unit 30 determines an energization method for passing a current through the U-phase coil 51, the V-phase coil 52, and the W-phase coil 53 based on the voltages Vu, Vv, and Vw. Then, a signal MS for driving the alternator 50 by the determined energization method is generated and output to the synchronous rectifier 28.
[0077]
Further, the control unit 30 calculates a rotor current for the alternator 50 to generate a command power generation amount based on the signal RLO, generates a signal RCT for flowing the calculated rotor current to the rotor coil 54, and generates a MOS signal. Output to the gate of the transistor 40.
[0078]
Furthermore, the control unit 30 converts the temperature information of the MOS transistor 40 into a signal based on the signal CHGL and outputs the signal to the outside.
[0079]
MOS transistor 40 sets the rotor current supplied from battery 10 to rotor coil 54 to a predetermined value based on signal RCT from control unit 30. The diode 41 is a free wheeling diode at the time of rotor off control.
[0080]
The alternator 50 operates as a drive motor or a generator. The alternator 50 generates a predetermined torque under the control of the control circuit 20 when starting the engine in the drive mode operating as a drive motor, and starts the engine with the generated predetermined torque. Further, the alternator 50 drives the auxiliary machinery with the generated torque except when the engine is started.
[0081]
Further, in the power generation mode operating as a generator, alternator 50 generates an AC voltage corresponding to the rotor current flowing through rotor coil 54, and the generated AC voltage is used as U-phase arm 23, V-phase arm 24, and W-phase arm. 25.
[0082]
The rotation angle sensor 60 detects the angles θ1, θ2, and θ3, and outputs the detected angles θ1, θ2, and θ3 to the control unit 29.
[0083]
The overall operation of the generator motor 100 will be described. Based on the signal M / G from the eco-run ECU, the control unit 30 determines whether the alternator 50 is operated as a generator or a drive motor, and generates a signal GS when operating as a generator to generate a synchronous rectifier To 28. The control unit 30 generates a signal RCT based on the signal RLO from the eco-run ECU and outputs it to the gate of the MOS transistor 40.
[0084]
Then, MOS transistor 40 switches the rotor current supplied from battery 10 to rotor coil 54 in accordance with signal RCT. The rotor 55 of the alternator 50 is rotated by the rotational force of the engine, and the alternator 50 generates a specified power generation amount and supplies it to the U-phase arm 23, the V-phase arm 24, and the W-phase arm 25.
[0085]
On the other hand, the control unit 29 receives the angles θ1, θ2, and θ3 from the rotation angle sensor 60, and generates timing signals TG1 to TG6, TM1 to TM6 by the above-described method based on the received angles θ1, θ2, and θ3. And output to the synchronous rectifier 28.
[0086]
Then, the synchronous rectifier 28 generates synchronous signals SYNG 1 to SYNG 6 synchronized with the timing signals TG 1 to TG 6 based on the signal GS from the control unit 30 and outputs the synchronous signals SYNG 1 to SYNG 6 to the MOS driver 27. The MOS driver 27 generates a control signal for turning on / off the MOS transistors Tr1 to Tr6 in synchronization with the synchronization signals SYNG1 to SYNG6, and outputs the control signal to the gates of the MOS transistors Tr1 to Tr6.
[0087]
Then, the MOS transistors Tr <b> 1 to Tr <b> 6 are turned on / off by a control signal from the MOS driver 27, and the AC voltage generated by the alternator 50 is converted into a DC voltage to charge the battery 10.
[0088]
In this case, the Zener diodes DT1 to DT3 absorb the surge voltage even if the surge voltage is superimposed on the AC voltage generated by the alternator 50. That is, the Zener diodes DT1 to DT3 prevent a voltage higher than the withstand voltage from being applied to the MOS transistors Tr2, Tr4, Tr6. Zener diode 21 absorbs the surge voltage even if the surge voltage is superimposed on the DC voltage between positive bus L1 and negative bus L2. That is, the Zener diode 21 prevents a voltage higher than the withstand voltage from being applied to the MOS transistors Tr1, Tr3, Tr5.
[0089]
When it is determined that the alternator 50 is driven as a drive motor based on the signal M / G, the control unit 30 moves to the U-phase arm 23, the V-phase arm 24, and the W-phase arm 25 based on the voltages Vu, Vv, and Vw. And a signal MS for driving the alternator 50 is generated and output to the synchronous rectifier 28.
[0090]
The control unit 29 receives the angles θ1, θ2, and θ3 from the rotation angle sensor 60, generates the timing signals TG1 to TG6, TM1 to TM6 by the above-described method based on the received angles θ1, θ2, and θ3, and synchronizes them. Output to the rectifier 28.
[0091]
Then, the synchronous rectifier 28 generates synchronous signals SYNM 1 to SYNM 6 synchronized with the timing signals TM 1 to TM 6 based on the signal MS from the control unit 30, and outputs them to the MOS driver 27. The MOS driver 27 generates a control signal for turning on / off the MOS transistors Tr1 to Tr6 in synchronization with the synchronization signals SYNM1 to SYNM6, and outputs the control signal to the gates of the MOS transistors Tr1 to Tr6.
[0092]
Then, MOS transistors Tr1 to Tr6 are turned on / off by a control signal from MOS driver 27, and the current supplied from battery 10 to U-phase arm 23, V-phase arm 24 and W-phase arm 25 of alternator 50 is switched. 50 is driven as a drive motor. Thereby, the alternator 50 supplies a predetermined torque to the crankshaft of the engine when the engine is started. The alternator 50 supplies a predetermined torque to the auxiliary machinery.
[0093]
In this case, the Zener diode 21 absorbs a surge voltage generated between the positive bus L1 and the negative bus L2 when the MOS transistors Tr1 to Tr6 are turned on / off. That is, the Zener diode 21 prevents a voltage higher than the withstand voltage from being applied to the MOS transistors Tr1, Tr3, Tr5. The Zener diodes DT1 to DT3 absorb the surge voltage even when the MOS transistors Tr1, Tr3, Tr5 are turned on / off and a surge voltage is applied to the MOS transistors Tr2, Tr4, Tr6. That is, the Zener diodes DT1 to DT3 prevent a voltage higher than the withstand voltage from being applied to the MOS transistors Tr2, Tr4, Tr6.
[0094]
As described above, the MOS transistors Tr1 to Tr6 are arranged on the electrode plates 81 and 82A to 82C provided on the end face of the alternator 50. This arrangement is possible because the Zener diodes 21 and DT1 to DT3 are provided to prevent an overvoltage from being applied to the MOS transistors Tr1 to Tr6, and the sizes of the MOS transistors Tr1 to Tr6 are reduced. In particular, since the three MOS transistors Tr1, Tr3, Tr5 are protected by the single Zener diode 21, the three MOS transistors are used by utilizing the space between the substrate 84 and the electrode plates 81, 83. It has become possible to arrange a Zener diode 21 that protects Tr1, Tr3, and Tr5.
[0095]
In addition, the Zener diode 21 prevents the overvoltage from being applied to the capacitor 22, so that the capacity of the capacitor 22 can be reduced. As a result, the capacitor 22 can be disposed in the space between the substrate 84 and the electrode plates 81, 82C, 83.
[0096]
Due to these factors, the entire control circuit 20 can be reduced in size and disposed on the end face of the alternator 50. That is, the control circuit 20 can be arranged not in the longitudinal direction of the rotating shaft 50A of the alternator 50 but in a plane perpendicular to the rotating shaft 50A. As a result, the area occupied by the control circuit 20 can be reduced.
[0097]
The electrode plate 81 is disposed on the innermost periphery, and the electrode plates 82A, 82B, 82C, and 83 are disposed outside the electrode plate 81. Each of the MOS transistors Tr1 to Tr6 is arranged on the electrode plates 81, 82A, 82B, and 82C so that the gate G is directed to the rotating shaft 50A and the source S is directed to the outer peripheral side.
[0098]
Therefore, by disposing the MOS transistors Tr1 to Tr6 on the inner peripheral portion of the end face of the alternator 50, the cooling efficiency of the MOS transistors Tr1 to Tr6 can be increased by the air flow sucked into the alternator 50 from the outside. Further, the wirings 86A, 86B, 86C, 86D, 86E, and 86F can be made short and simple.
[0099]
FIG. 6 shows a block diagram of an engine system 200 including the generator-motor apparatus 100. Referring to FIG. 6, engine system 200 includes battery 10, control circuit 20, alternator 50, engine 110, torque converter 120, automatic transmission 130, pulleys 140, 150, 160, and electromagnetic clutch 140a. Belt 170, auxiliary machinery 172, starter 174, electric hydraulic pump 180, fuel injection valve 190, electric motor 210, throttle valve 220, eco-run ECU 230, engine ECU 240, VSC (Vehicle Stability). Control) -ECU 250.
[0100]
Alternator 50 is disposed in proximity to engine 110. The control circuit 20 is disposed on the end face of the alternator 50 as described above.
[0101]
The engine 110 is started by the alternator 50 or the starter 174 and generates a predetermined output. More specifically, the engine 110 is started by the alternator 50 at the start after the stop by the economy running system (also referred to as “eco-run”, “idle stop”, “idling stop”), and at the start by the ignition key, It is started by a starter 174. Engine 110 then outputs the generated output from crankshaft 110 a to torque converter 120 or pulley 140.
[0102]
Torque converter 120 transmits rotation of engine 110 from crankshaft 110 a to automatic transmission 130. The automatic transmission 130 performs automatic shift control, sets the torque from the torque converter 120 to a torque corresponding to the shift control, and outputs the torque to the output shaft 130a.
[0103]
The pulley 140 incorporates an electromagnetic clutch 140a and is connected to the crankshaft 110a of the engine 110 via the electromagnetic clutch 140a. Further, the pulley 140 is interlocked with the pulleys 150 and 160 via the belt 170.
[0104]
The electromagnetic clutch 140a is turned on / off under the control of the eco-run ECU 230, and connects / disconnects the pulley 140 to / from the crankshaft 110a. The belt 170 connects the pulleys 140, 150, and 160 to each other. Pulley 150 is connected to the rotation shaft of auxiliary machinery 172.
[0105]
The pulley 160 is connected to the rotation shaft 50 </ b> A of the alternator 50 and is rotated by the alternator 50 or the crankshaft 110 a of the engine 110.
[0106]
The auxiliary machinery 172 includes one or more of an air conditioner compressor, a power steering pump, and an engine cooling water pump. Auxiliary machinery 172 receives the output from alternator 50 via pulley 160, belt 170 and pulley 150, and is driven by the received output.
[0107]
The alternator 50 is driven by the control circuit 20. Alternator 50 receives the rotational force of crankshaft 110a of engine 110 via pulley 140, belt 170, and pulley 160, and converts the received rotational force into electrical energy. That is, the alternator 50 generates power by the rotational force of the crankshaft 110a. There are two cases where the alternator 50 generates power. One is a case where the engine 110 is driven during normal driving of a hybrid vehicle equipped with the engine system 200 to generate power by receiving the rotational force of the crankshaft 110a. The other is the case where the engine 110 is not driven, but the rotational force of the drive wheels is transmitted to the crankshaft 110a when the hybrid vehicle is decelerated, and the alternator 50 generates electric power in response to the transmitted rotational force.
[0108]
The alternator 50 is driven by the control circuit 20 and outputs a predetermined output to the pulley 160. The predetermined output is transmitted to the crankshaft 110a of the engine 110 via the belt 170 and the pulley 140 when the engine 110 is started, and supplemented via the belt 170 and the pulley 150 when the auxiliary machinery 172 is driven. It is transmitted to the machinery 172.
[0109]
The battery 10 supplies a DC voltage of 12V to the control circuit 20 as described above.
[0110]
The control circuit 20 converts the DC voltage from the battery 10 into an AC voltage as described above under the control of the eco-run ECU 230, and drives the alternator 50 with the converted AC voltage. Further, the control circuit 20 converts the AC voltage generated by the alternator 50 into a DC voltage under the control of the eco-run ECU 230, and charges the battery 10 with the converted DC voltage.
[0111]
The starter 174 starts the engine 110 under the control of the eco-run ECU 230. The electric hydraulic pump 180 is built in the automatic transmission 130 and supplies hydraulic oil to a hydraulic control unit provided in the automatic transmission 130 under the control of the engine ECU 240. The hydraulic oil adjusts the operating states of the clutch, brake and one-way clutch in the automatic transmission 130 by a control valve in the hydraulic control unit, and switches the shift state as necessary.
[0112]
The eco-run ECU 230 performs on / off switching of the electromagnetic clutch 140 a, mode control of the alternator 50 and the control circuit 20, control of the starter 174, and charge amount control of the battery 10. The mode control of the alternator 50 and the control circuit 20 refers to controlling a power generation mode in which the alternator 50 functions as a generator and a drive mode in which the alternator 50 functions as a drive motor. Then, the eco-run ECU 230 generates a signal M / G for controlling the power generation mode and the drive mode and outputs the signal M / G to the control circuit 20. Further, a control line from the eco-run ECU 230 to the battery 10 is not shown.
[0113]
Further, the eco-run ECU 230 detects the rotational speed MRN based on the angles θ1, θ2, and θ3 from the rotation angle sensor 60 built in the alternator 50, whether the eco-run system is activated by the driver from the eco-run switch, and other data.
[0114]
The fuel injection valve 190 controls fuel injection under the control of the engine ECU 240. The electric motor 210 controls the opening degree of the throttle valve 220 by control from the engine ECU 240. The throttle valve 220 is set to a predetermined opening by the electric motor 210.
[0115]
The engine ECU 240 controls the on / off of the auxiliary machinery 172 except the engine cooling water pump, the drive control of the electric hydraulic pump 180, the shift control of the automatic transmission 130, the fuel injection control by the fuel injection valve 190, and the throttle by the electric motor 210. The opening degree control of the valve 220 and other engine control are performed.
[0116]
The engine ECU 240 also determines whether the engine coolant temperature from the water temperature sensor, the accelerator pedal depression state from the idle switch, the accelerator opening from the accelerator opening sensor, the steering angle from the steering angle sensor, and the vehicle speed from the vehicle speed sensor. Then, the throttle opening from the throttle opening sensor, the shift position from the shift position sensor, the engine speed from the engine speed sensor, the presence / absence of on / off operation from the air conditioner switch, and other data are detected.
[0117]
The VSC-ECU 250 detects whether or not the brake pedal is depressed from the brake switch and other data.
[0118]
The eco-run ECU 230, the engine ECU 240, and the VSC-ECU 250 are mainly configured of a microcomputer, and execute a calculation process that requires a CPU (Central Processing Unit) in accordance with a program written in an internal ROM (Read Only Memory). Various controls are executed based on the calculation results. These arithmetic processing results and detected data can be communicated with each other among the eco-run ECU 2300, the engine ECU 240 and the VSC-ECU 250. It is possible to execute.
[0119]
The operation of engine system 200 will be described. The eco-run ECU 230 performs an automatic stop process, an engine stop motor drive process, an automatic start process, a motor drive start start process, a travel motor control process, and a deceleration motor control process.
[0120]
First, the automatic stop process will be described. Engine ECU 240 receives engine coolant temperature THW, idle switch, battery voltage, brake switch, vehicle speed SPD, and the like. Then, engine ECU 240 detects whether or not the accelerator pedal is depressed from the idle switch, and detects whether or not the brake pedal is depressed from the brake switch.
[0121]
When the automatic stop process is started, the engine coolant temperature THW, the accelerator pedal depression / non-depression, the voltage of the battery 10, the brake pedal depression / non-depression, the vehicle speed SPD, etc. Read into the area. The eco-run ECU 230 determines whether or not the automatic stop condition is satisfied based on these data. The automatic stop condition is satisfied when, for example, the engine coolant temperature THW is between the lower limit value and the upper limit value, and that the vehicle speed SPD is 0 km / h, etc. are all satisfied.
[0122]
When it is determined that the automatic stop condition is satisfied, the eco-run ECU 230 performs an engine stop process. More specifically, the eco-run ECU 230 instructs the engine ECU 240 to cut the fuel, and the engine ECU 240 controls the fuel injection valve 190 to stop the fuel injection in response to the fuel cut instruction, and the throttle valve 220 is fully closed. Thereby, the fuel injection valve 190 stops fuel injection, combustion in the combustion chamber of the engine 110 stops, and the operation of the engine 110 stops.
[0123]
Next, the motor drive process when the engine is stopped will be described. When the engine stop motor driving process is started, the eco-run ECU 230 controls the control circuit 20 to turn on the electromagnetic clutch 140a, set the rotation speed of the alternator 50 to the idle target rotation speed, and drive the alternator 50. . More specifically, the eco-run ECU 230 outputs a signal M / G for operating the alternator 50 as a drive motor to the control circuit 20. Then, based on the signal M / G from the eco-run ECU 230, the control circuit 20 operates the alternator 50 as a drive motor by the method described above, and drives the alternator 50 so that the rotational speed becomes the idle target rotational speed. Thereby, the rotating shaft 50A of the alternator 50 rotates and the pulley 160 also rotates.
[0124]
The rotational force transmitted to the pulley 160 is transmitted to the crankshaft 110a via the belt 170 and the pulley 140, and the crankshaft 110a rotates at the idle target rotational speed. Then, the eco-run ECU 230 confirms that the state in which the engine 110 rotates at the idle target rotation speed is maintained for a certain period of time.
[0125]
As described above, when the engine 110 is stopped, the engine 110 is rotated at the same rotational speed as the idle rotation by the output of the alternator 50, thereby sufficiently reducing the in-cylinder pressure of the engine 110 in which the throttle valve 220 is fully closed. be able to. And the difference of the load torque between the processes of the engine 110 which is not burning becomes small, and the torque fluctuation in rotation reduces. As a result, vibration at the time of stop can be suppressed, and the driver does not feel uncomfortable when the engine 110 is automatically stopped.
[0126]
Thereafter, the eco-run ECU 230 determines whether or not there is a drive request for the auxiliary machinery 172, and when it is determined that there is a drive request for the auxiliary machinery 172, the electromagnetic clutch 140a is turned off and the alternator 50 is set to the drive mode. . Also in this case, the alternator 50 is rotated at the target idle speed by the above-described operation, and the rotational force is transmitted to the auxiliary machinery 172 via the pulley 160, the belt 170, and the pulley 150.
[0127]
As a result, the air conditioner compressor and the power steering pump are driven. In this case, since the electromagnetic clutch 140a is turned off, the crankshaft 110a of the engine 110 does not rotate, and wasteful power consumption can be prevented and fuel efficiency can be improved.
[0128]
As described above, the eco-run ECU 230 drives the alternator 50 while the engine 110 is stopped, rotates the crankshaft 110a of the engine 110 to perform vibration reduction processing, or drives the auxiliary machinery 172.
[0129]
Next, the automatic start process will be described. When the automatic start process is started, the eco-run ECU 230 reads the same data as the data read during the automatic stop process and determines whether or not the automatic start condition is satisfied. More specifically, the eco-run ECU 230 determines that the automatic start condition is satisfied when even one of the automatic stop conditions is not satisfied.
[0130]
When the eco-run ECU 230 determines that the automatic start condition is satisfied, the eco-run ECU 230 stops the motor drive process when the engine is stopped. Thereby, the automatic start process ends.
[0131]
Next, the motor drive start start process will be described. When the motor drive start start process is started, the eco-run ECU 230 instructs the engine ECU 240 to prohibit the air conditioner from being turned on. If the air conditioner is turned on, engine ECU 240 stops the driving of the air conditioner. Thereby, the load which arises in the alternator 50 can be reduced.
[0132]
Then, the eco-run ECU 230 turns on the electromagnetic clutch 140a and puts the alternator 50 into the drive mode. Then, the rotational force of alternator 50 is transmitted to crankshaft 110a through pulley 160, belt 170 and pulley 140 by the same operation as described above, and crankshaft 110a is rotated at the idle target rotational speed.
[0133]
Then, eco-run ECU 230 determines whether or not the number of revolutions of engine 110 has reached the target idle speed, and when the number of revolutions of engine 110 reaches the target idle speed, gives an instruction to start fuel injection to engine ECU 240. . Then, engine ECU 240 controls fuel injection valve 190 to inject fuel, and fuel injection valve 190 starts fuel injection. Thereby, the engine 110 starts and starts operation.
[0134]
In this case, the engine 110 is fuel-injected at the idle target speed, so that the engine 110 is started quickly and reaches a stable engine speed at an early stage. Since the crankshaft 110a of the engine 110 is rotated by the output of the alternator 50 until fuel injection is reached, if the output torque of the alternator 50 is sufficiently high, the torque converter 120 in the non-lock-up state is used. The start can be started by the generated creep force.
[0135]
Thus, during the motor drive start start process, the alternator 50 is driven in the drive mode.
[0136]
Next, the running motor control process will be described. When the running motor control process is started, the eco-run ECU 230 determines whether or not the engine 110 has been started by the motor drive start start process, and when it is determined that the engine 110 has been started, The drive start start process is stopped. Then, the eco-run ECU 230 gives an instruction to the engine ECU 240 to permit the air conditioner to be turned on. Thereby, if the switch of the air conditioner is turned on, engine ECU 240 can switch the air conditioner compressor so that the pulley 150 rotates and drive the air conditioner.
[0137]
Thereafter, the eco-run ECU 230 determines whether or not the vehicle is decelerating. Here, when the vehicle decelerates, for example, a state where the accelerator pedal is completely returned during traveling, that is, a case where the idle switch is on during traveling. Accordingly, if the idle switch is turned off, the eco-run ECU 230 determines that the vehicle is not decelerated, turns on the electromagnetic clutch 140a, and sets the alternator 50 to the power generation mode. More specifically, the eco-run ECU 230 outputs a signal M / G for operating the alternator 50 in the power generation mode to the control circuit 20. Then, the control circuit 20 drives the alternator 50 in the power generation mode by the method described above according to the signal M / G from the eco-run ECU 230.
[0138]
Then, the rotational force of crankshaft 110a of engine 110 is transmitted to the rotational shaft of alternator 50 through pulley 140, belt 170 and pulley 160. The alternator 50 generates power and outputs an alternating voltage to the control circuit 20. The control circuit 20 charges the battery 10 by converting an AC voltage into a DC voltage according to the control from the eco-run ECU 230. Thereby, the running motor control process ends.
[0139]
Thus, during normal travel, the alternator 50 is driven in the power generation mode, and the rotational force of the engine 110 is converted into electrical energy.
[0140]
On the other hand, when the eco-run ECU 230 determines that the vehicle is decelerating, a motor control process during deceleration is performed. Finally, the motor control process during deceleration will be described. When the motor control process during deceleration is started, the eco-run ECU 230 determines whether or not the fuel cut during vehicle deceleration has been completed. Under the condition that it is determined that the vehicle is decelerating, the engine speed of the engine 110 is set to the return reference engine speed (that is, the idle target engine speed) for determining the fuel injection return by the fuel cut process at the time of deceleration executed by the engine ECU 240. Until it decreases, the fuel injection to the engine 110 is stopped.
[0141]
When the engine speed decreases to the return reference engine speed, the torque converter 120 is switched from the lock-up state to the non-lock-up state, and fuel injection is resumed to prevent engine stall due to a drop in engine speed. .
[0142]
If the fuel is being cut at the time of deceleration of the vehicle, the eco-run ECU 230 turns on the electromagnetic clutch 140a and sets the alternator 50 for power generation at a power generation voltage higher than the normal power generation voltage. Thereby, the engine 110 is not operated, but the crankshaft 110a of the engine 110 is rotated by the rotation of the wheel, and the rotation of the crankshaft 110a is transmitted to the alternator 50 via the pulley 140, the belt 170, and the pulley 160. . The alternator 50 generates an alternating voltage. Therefore, the running energy of the vehicle is recovered as electric power. That is, the power generation mode of the alternator 50 in this case corresponds to the regeneration mode.
[0143]
When the engine speed decreases to the return reference speed, the engine ECU 240 ends the fuel cut process. Then, the eco-run ECU 230 determines whether or not the engine speed is smaller than the engine stall reference speed. The engine stall reference rotational speed is a value smaller than the return reference rotational speed. In addition, the determination as to whether or not the engine speed is smaller than the engine stall reference speed is to determine a situation where the engine speed may greatly decrease and the engine stall may occur despite the resumption of fuel injection. It is.
[0144]
When the eco-run ECU 230 determines that the engine speed is greater than the engine stall reference speed, the alternator 50 is stopped. On the other hand, when it is determined that the engine speed is smaller than the engine stall reference speed, the eco-run ECU 230 turns on the electromagnetic clutch 140a and drives the alternator 50 so that the engine speed becomes the idle target speed.
[0145]
Thereby, the rotational force of the alternator 50 is transmitted to the crankshaft 110a via the pulley 160, the belt 170, and the pulley 140, and the crankshaft 110a rotates. When the eco-run ECU 230 determines that the engine speed has reached the idle target speed, the alternator 50 is stopped.
[0146]
As described above, when it becomes difficult for the engine 110 to return from the fuel cut to the engine operation after the fuel cut process at the time of deceleration, the engine stall is prevented by increasing the engine speed by the alternator 50.
[0147]
At the time of engine cold start, eco-run ECU 230 controls starter 174 in accordance with the operation of the driver ignition switch, and starter 174 starts engine 110. Further, during normal travel after the vehicle on which the engine system 200 is mounted starts, the eco-run ECU 230 outputs a signal M / G for operating the alternator 50 as a drive motor to the control circuit 20. In accordance with the signal M / G, the alternator 50 is driven as a drive motor by the above-described operation. The torque generated by the alternator 50 passes through the pulley 160, the belt 170, the pulley 140, the crankshaft 110a, the torque converter 120, the automatic transmission 130, and the output shaft 130a to the drive wheels of the vehicle on which the engine system 200 is mounted. Communicated.
[0148]
As described above, in the engine system 200, the control circuit 20 that controls the alternator 50 is provided on the end face of the alternator 50, and drives the alternator 50 as a drive motor or a generator in accordance with an instruction from the eco-run ECU 230.
[0149]
The generator motor apparatus according to the present invention may be the generator motor apparatus 101 shown in FIG. Referring to FIG. 7, generator motor 101 is a flat electrode 91 in the generator motor 100 shown in FIG. 1 except that MOS transistors Tr1-Tr6 and electrode plates 82A-82C, 83 are replaced by wire bonding (W / B). The other parts are the same as those of the generator-motor apparatus 100.
[0150]
Each of the planar electrodes 91 to 96 is made of a copper-based material and has a thickness in the range of 0.1 to 2.0 mm.
[0151]
The planar electrode 91 connects the source of the MOS transistor Tr1 to the electrode plate 82A. The planar electrode 92 connects the source of the MOS transistor Tr2 to the electrode plate 83. The planar electrode 93 connects the source of the MOS transistor Tr3 to the electrode plate 82B. The planar electrode 94 connects the source of the MOS transistor Tr4 to the electrode plate 83. The planar electrode 95 connects the source of the MOS transistor Tr5 to the electrode plate 82C. The planar electrode 96 connects the source of the MOS transistor Tr6 to the electrode plate 83.
[0152]
FIG. 8 shows a plan view of the MOS transistor Tr1 shown in FIG. 7 and a cross-sectional view of the MOS transistor Tr1 and the electrode plates 81 and 82A. FIG. 8 is the same as FIG. 2 except that the wiring GL in FIG. 2 is replaced with a planar electrode 91.
[0153]
The planar electrode 91 connects the source S of the MOS transistor Tr1 to the electrode plate 82A. Others are as described in FIG.
[0154]
The MOS transistors Tr2 to Tr6 shown in FIG. 7 are also connected to the electrode plates 82B, 82C, and 83 by the planar electrodes 92 to 96 in the same manner as the MOS transistor Tr1.
[0155]
As described above, in the generator motor 101, the MOS transistors Tr1 to Tr6 are connected to the electrode plates 82A, 83, 82B, 83, 82C, and 83 by the planar electrodes 91 to 96, respectively.
[0156]
By connecting the MOS transistors Tr1 to Tr6 to the electrode plates 82A, 83, 82B, 83, 82C, and 83 by the planar electrodes 91 to 96, the heat generated in the MOS transistors Tr1 to Tr6 is applied to the planar electrodes 91 to 96, respectively. The heat is dissipated through. As a result, when the MOS transistors Tr1 to Tr6 are connected to the electrode plates 82A to 82C, 83 by W / B as in the generator-motor apparatus 100, the MOS transistors Tr1 to Tr6 are controlled so that the temperature rise is below the allowable limit. In order to cool the transistors Tr1 to Tr6, the area ratio of the electrode plates 81 and 82A to 82C with respect to the MOS transistors Tr1 to Tr6 needs to be set to 6 or more. When the planar electrodes 91 to 96 are connected to the electrode plates 82A to 82C and 83, the MOS transistors Tr1 to Tr6 for cooling the MOS transistors Tr1 to Tr6 so that the temperature rise of the MOS transistors Tr1 to Tr6 is less than the allowable limit. Surfaces of electrode plates 81, 82A to 82C Ratios can be further reduced than 6.
[0157]
Therefore, when the areas of the MOS transistors Tr1 to Tr6 are constant, the areas of the electrode plates 81 and 82A to 82C are reduced by connecting the MOS transistors Tr1 to Tr6 to the electrode plates 82A to 82C and 83 by the plane electrodes 91 to 96. Can be small.
[0158]
Needless to say, the generator motor 101 can be applied to the engine system 200.
[0159]
The alternator 50 includes a stator and a rotor, and constitutes a “motor” that functions as a generator or an electric motor.
[0160]
Further, the MOS transistors Tr1 to Tr6 constitute a “multiphase switching element group” that controls the current supplied to the stator.
[0161]
Further, in the above description, the MOS transistors Tr1 to Tr6 control the currents flowing through the U-phase coil 51, V-phase coil 52, and W-phase coil 53 of the alternator 50. However, in the present invention, the MOS transistors Instead of Tr1 to Tr6, switching elements such as IGBTs (Insulated Gate Bipolar Transistors) and NPN transistors may be used.
[0162]
Furthermore, in the present embodiment, the eco-run ECU and the engine ECU are separated, but it goes without saying that their functions can be integrated to form a single engine control ECU. Further, the transmission of the present embodiment is not limited to AT (so-called automatic transmission), and may be a combination of known transmissions such as CVT and MT.
[0163]
Further, in the present embodiment, the auxiliary clutch drive function is provided using the electromagnetic clutch 140a. However, the auxiliary drive function may be omitted to simplify the system (without providing the electromagnetic clutch 140a). It will be better)
[0164]
Furthermore, although the eco-run system is used in the present embodiment, it can be applied to a hybrid vehicle that can generate a large driving force with a motor. As for the alternator 50, the present invention can be realized even if it is replaced with another known generator motor (also called a motor generator). It goes without saying that a generator motor that can provide a torque necessary for driving the vehicle and starting the engine may be appropriately selected.
[0165]
The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.
[Brief description of the drawings]
FIG. 1 is a plan view of a generator-motor apparatus according to the present invention.
2 is a plan view of the MOS transistor Tr1 shown in FIG. 1 and a cross-sectional view of the MOS transistor Tr1 and electrode plates 81 and 82A.
3 is a cross-sectional view taken along line AA shown in FIG.
FIG. 4 is another cross-sectional view taken along line AA shown in FIG.
FIG. 5 is a circuit block diagram of the generator-motor apparatus and the battery shown in FIG.
6 is a schematic block diagram of an engine system including the generator-motor apparatus shown in FIG.
FIG. 7 is another plan view of the generator-motor apparatus according to the present invention.
8 is a plan view of the MOS transistor Tr1 shown in FIG. 7 and a cross-sectional view of the MOS transistor Tr1 and electrode plates 81 and 82A.
FIG. 9 is a perspective view of a conventional starter generator.
[Explanation of symbols]
10 battery, 20 control circuit, 21, DT1, DT2, DT3 Zener diode, 22 capacitor, 23 U-phase arm, 24 V-phase arm, 25 W-phase arm, 26 power supply, 27 MOS driver, 28 synchronous rectifier, 29, 30 control Part, 40, Tr1 to Tr6 MOS transistor, 41 diode, 50 alternator, 50A, 301B rotating shaft, 51 U phase coil, 51A, 52A, 53A one end, 52 V phase coil, 53 W phase coil, 54 rotor coil, 55 Rotor, 56, 57 Stator, 58 brush, 60 rotation angle sensor, 70 custom IC, 81, 82A to 82C, 83 electrode plate, 84 substrate, 84A to 84D terminal, 85A to 85D, 86A to 86F, GL wiring, 91 ~ 96 Planar electrode, 100, 101 generator motor, 110 engine 110a crankshaft, 120 torque converter, 130 automatic transmission, 130a output shaft, 140, 150, 160 pulley, 170 belt, 172 accessories, 174 starter, 180 electric hydraulic pump, 190 fuel injection valve, 200 engine system, 210 Electric motor, 220 throttle valve, 230 eco-run ECU, 240 engine ECU, 250 VSC-ECU, 300 starter generator, 301 motor part, 301A end face, 302 drive part, 302A cylinder member, 302B power module, 303 radial direction, 304 longitudinal Direction, FU1, FU2 fuse, L1 positive bus, L2 negative bus, S source, D drain, G gate.

Claims (7)

A motor including a rotor and a stator and functioning as a generator and an electric motor;
First, second and third electrode plates disposed in a substantially U shape on the end face of the motor so as to surround the rotating shaft of the motor;
A multi-phase switching element group for controlling a current supplied to the stator,
The polyphase switching element group is:
Provided corresponding to the number of phases of the motor, each including a plurality of arms composed of first and second switching elements;
The first electrode plate is disposed at a position away from the rotation axis by a predetermined distance in a direction perpendicular to the rotation axis.
The second and third electrode plates are disposed on the outer side in the direction perpendicular to the rotation axis than the first electrode plate,
The first and second switching elements are electrically connected in series between the first electrode plate and the third electrode plate,
The plurality of first switching elements are disposed on the first electrode plate,
The plurality of second switching elements are generator-motor units arranged on the second electrode plate. A control circuit for controlling the plurality of first and second switching elements;
2. The control circuit according to claim 1, wherein the control circuit is provided on a ceramic substrate disposed in the same direction as an in-plane direction of the first, second, and third electrode plates in the substantially U-shaped notch. Generator motor. A plurality of first wirings connecting the control circuit to the plurality of first switching elements;
A plurality of second wirings connecting the control circuit to the plurality of second switching elements;
The plurality of first wires are arranged so as to surround the rotation shaft between the rotation shaft and the first electrode plate,
3. The generator-motor apparatus according to claim 2, wherein the plurality of second wirings are disposed between the rotating shaft and the first electrode plate and between the first electrode plate and the motor. The first and second electrode plates are disposed in a first plane;
The generator-motor apparatus according to any one of claims 1 to 3, wherein the third electrode plate is disposed in a second plane different from the first plane.   5. The generator-motor apparatus according to claim 4, wherein the second plane is closer to the motor than the first plane.   The generator motor apparatus according to any one of claims 1 to 5, wherein the plurality of arms are radially arranged in an in-plane direction of the first, second, and third electrode plates. Each of the plurality of first and second switching elements includes:
A control terminal for receiving a control signal from the plurality of first wirings or the plurality of second wirings;
An input terminal for receiving a direct current;
An output terminal for outputting a direct current according to the control content by the control signal,
An input terminal of the first switching element is in contact with the first electrode plate;
The control terminal of the first switching element is disposed on the rotating shaft side and connected to the first wiring,
The output terminal of the first switching element is disposed on the second electrode plate side and connected to the second electrode plate,
An input terminal of the second switching element is in contact with the second electrode plate;
The control terminal of the second switching element is disposed on the rotating shaft side and connected to the second wiring,
The output terminal of the second switching element is arranged on the third electrode plate side and connected to the third electrode plate, according to any one of claims 3 to 6. Generator motor.

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