JP6563090B2 - Compressor, electric motor, method of using compressor, and method of using electric motor - Google Patents

Description

  The present invention relates to an electric motor using a permanent magnet and a compressor equipped with the electric motor.

  In order to improve the energy saving performance of the air conditioner, a rare earth magnet (Nd—Fe—B (neodymium, iron, boron)) having a high energy density is generally used as a permanent magnet of an electric motor mounted on a compressor. . When a rare earth magnet (Nd—Fe—B) is used in a high temperature atmosphere such as a compressor, the coercive force of the magnet deteriorates due to temperature rise. Therefore, it has been necessary to design and drive such that the demagnetizing field generated by the stator is less than the demagnetizing field of the permanent magnet.

  In order to expand the driving restrictions due to demagnetization in a high temperature atmosphere, a technique for improving the coercive force by adding a Dy (dysprosium) element to a rare earth magnet (Nd-Fe-B) is generally used. (For example, refer to Patent Document 1).

  When the Dy element is added, the coercive force of the permanent magnet is improved, but on the contrary, the residual magnetic flux density is lowered. Moreover, since Dy is a valuable rare earth resource, its price is high and its usage is limited.

Japanese Patent No. 4241900 JP-A-2-130286 International Publication No. 2007/102391 JP 2012-197707 A JP 2007-174776 JP 2010-206882 A JP 2002-291209 A JP 2002-262485 A JP 2001-123953 A

Gen Nakamura (and three others), development of high-performance heat-resistant Nd—Fe—B sintered magnets, Magne, Japan, Magnetic Society of Japan, August 1, 2008, Vol. 3, No. 8, p. 372-376

  There is a method of increasing the thickness of the magnet or increasing the number of poles in order to make the motor configuration strong against demagnetization without impairing the generation of torque.

  The method of increasing the thickness of the magnet is not preferable because it increases the volume of the magnet and increases the amount of rare earth Dy used.

  Further, in the design with the increased number of poles, the driving frequency increases in proportion to the number of poles, so that the iron loss generated in the core of the motor increases. Iron loss includes hysteresis loss and eddy current loss, both of which are expressed as a function of drive frequency.

The hysteresis loss is a loss when the magnetic domain of the iron core changes the direction of the magnetic field by an alternating magnetic field. It is expressed by the following Steinmetz empirical formula.
P _h = k _h fB _m ^1.6 (1)
here,
P _h: hysteresis loss k _h: proportional constant f: frequency B _m: maximum magnetic flux density

Eddy current loss is caused by eddy currents generated in the iron core. The higher the frequency, the greater the ratio of eddy current loss.
P _e = k _e (tfB _m ) ² / ρ (2)
here,
P _e : Eddy current loss k _e : Proportional constant t: Iron plate thickness f: Frequency Bm: Maximum magnetic flux density ρ: Resistivity of magnetic substance

  In order to make eddy currents difficult to flow, a material with high magnetic permeability but low conductivity is used, and since the magnitude of eddy current is proportional to the square of the plate thickness, it is thin with insulation processing on both sides Measures such as use of overlapping materials are taken.

  In addition, in the design with an increased number of poles, the drive frequency increases in proportion to the number of poles. Therefore, when PWM driving is performed, if the switching carrier frequency is constant, the waveform generation of the sine wave current deteriorates and the high Efficient driving is not possible. Therefore, when increasing the number of poles, the carrier frequency of the inverter is increased in proportion to the number of poles, but there is a problem that the switching loss of the inverter increases and the efficiency deteriorates.

  According to the present invention, even if the amount of Dy (dysprosium) contained in the rare earth magnet used in the electric motor is reduced, it has a demagnetization resistance and can suppress an increase in the loss of the inverter main circuit that drives the electric motor. The purpose is to.

The compressor according to the present invention is
A compression element for compressing the refrigerant;
A neodymium rare earth magnet that drives the compression element and contains iron, neodymium, boron, and dysprosium, and the neodymium rare earth magnet having a dysprosium content of 4 wt% or less is divided into two in the width direction at each magnetic pole. And a 6-pole motor having a rotor.

  The present invention includes a compression element that compresses a refrigerant, and a six-pole electric motor that has a rotor that drives the compression element and uses a neodymium rare earth magnet containing iron, neodymium, boron, and 4% by weight or less of dysprosium. Thus, the residual magnetic flux density of the magnet is improved, and a small and highly efficient compressor can be configured.

It is a figure shown for a comparison and is a cross-sectional view of a general electric motor 100. It is a figure shown for a comparison and is a cross-sectional view of the stator 101 of the general electric motor 100. It is a figure shown for a comparison and is a cross-sectional view of a stator core 101a of a general electric motor 100. The figure shown for a comparison and the cross-sectional view of the rotor 102 of the common electric motor 100. It is a figure shown for a comparison and is a cross-sectional view of the rotor core 102a of a general electric motor 100. The relationship figure of Dy content of a neodymium rare earth magnet and coercive force and residual magnetic flux density. The relationship diagram of the pole number of the electric motor 100, the demagnetizing force of a permanent magnet, and the drive frequency of an inverter. FIG. 3 shows the first embodiment and is a cross-sectional view of the electric motor 200. FIG. 5 shows the first embodiment and is a cross-sectional view of the stator 201. FIG. 5 shows the first embodiment and is a cross-sectional view of the stator core 201a. FIG. 5 shows the first embodiment, and is a cross-sectional view of a stator 201 using a PET film as an insulating material. FIG. 5 shows the first embodiment, and is a transverse cross-sectional view of a stator 201 that has taken measures against leakage current. Fig. 5 shows the first embodiment, and is a transverse cross-sectional view of a stator core 201a that has taken measures against leakage current. FIG. 5 shows the first embodiment and is a cross-sectional view of the rotor 202. FIG. 5 shows the first embodiment and is a cross-sectional view of the rotor core 202a. FIG. 5 shows the first embodiment and is a cross-sectional view of a rotor 202 obtained by dividing a permanent magnet 202b of each magnetic pole into two parts. FIG. 5 shows the first embodiment and is a diagram showing the relationship between the demagnetization factor and the induced magnetic force when the thickness and Dy content of the permanent magnet are constant and the number of poles is changed. FIG. 3 shows the first embodiment and is a cross-sectional view of a six-pole electric motor 200. FIG. 3 shows the first embodiment, and is a cross-sectional view of a 10-pole electric motor 200. FIG. 5 shows the first embodiment, and is a diagram showing the relationship between the Dy content and the number of poles necessary for securing a 1.5% demagnetization factor. FIG. 5 shows the first embodiment, and is a relationship diagram between motor efficiency and the number of poles. FIG. 3 shows the first embodiment, and is a circuit diagram of the drive circuit 1 of the electric motor 200. FIG. 22 shows the first embodiment, and is a comparison diagram of the overall efficiency in which the electric motor when the Dy content shown by the broken line in FIG. 21 is reduced is driven when the inverter elements are Si and SiC. FIG. 3 is a diagram illustrating the first embodiment, and is a longitudinal sectional view of a rotary compressor 300 on which an electric motor 200 is mounted.

Embodiment 1 FIG.
FIG. 1 is a cross-sectional view of a general electric motor 100 shown for comparison. A general electric motor 100 shown in FIG. 1 is, for example, a brushless DC motor. The electric motor 100 includes a stator 101 and a rotor 102 disposed inside the stator 101 via a gap 120.

  The combination of the number of slots and the number of poles of the electric motor 100 is 6 slots and 4 poles. The electric motor 100 performs a high-efficiency operation in accordance with a required product load condition by performing variable speed driving by PWM control by an inverter of a driving circuit. A waveform of the switching carrier of the inverter is generated at 4.5 kHz, for example, and is driven at a variable speed by PWM control of the inverter or the like.

  FIG. 2 is a view for comparison, and is a cross-sectional view of a stator 101 of a general electric motor 100. The stator 101 includes at least a stator core 101a and a winding 101b (insulated from an unillustrated insulating material from the stator core). The winding 101b is a concentrated winding wound around the teeth 101a-1 (FIG. 3), but may be a distributed winding. The winding 101b is a three-phase winding, and the connection method is Y connection (star connection, star connection). However, the connection method may be a triangular connection.

  FIG. 3 is a view for comparison, and is a cross-sectional view of a stator core 101 a of a general electric motor 100. The stator core 101a is substantially ring-shaped (cylindrical), and a ring-shaped core back 101a-2 is formed on the outer peripheral side. Six teeth 101a-1 are radially formed from the core back 101a-2 to the rotor 102 side. The six teeth 101a-1 are arranged at substantially equal intervals in the circumferential direction. The circumferential width of the teeth 101a-1 is substantially constant in the radial direction.

  A space between adjacent teeth 101a-1 is referred to as a slot 101a-3. The number of slots 101a-3 is also the same as the number of teeth 101a-1. Since the circumferential width of the teeth 101a-1 is substantially constant in the radial direction, the circumferential width of the slot 101a-3 gradually increases from the inside toward the outside (core back 101a-2 side). It is.

  The stator core 101a is formed by laminating a predetermined number of thin electromagnetic steel sheets having a thickness of 0.7 mm or less in a predetermined shape.

  4 and 5 are diagrams for comparison, FIG. 4 is a cross-sectional view of a rotor 102 of a general electric motor 100, and FIG. 5 is a cross-sectional view of a rotor core 102a of the general electric motor 100. . The rotor 102 is a permanent magnet embedded type (embedded magnet type), and includes at least a rotor core 102a and a plate-shaped permanent magnet 102b inserted into the magnet insertion hole 102a-1 of the rotor core 102a.

  The four permanent magnets 102 b are inserted into magnet insertion holes 102 a-1 formed along the outer peripheral edge of the rotor core 102 a to constitute a four-pole rotor 102.

  The permanent magnet 102b of the rotor 102 is composed of a neodymium rare earth magnet mainly composed of Nd—Fe—B (neodymium, iron, boron) and has a flat plate shape with a thickness of about 2 mm.

  The rotor core 102a has a substantially cylindrical shape, and four magnet insertion holes 102a-1 having a substantially rectangular cross section are formed along the outer peripheral edge. In the cross section, the four magnet insertion holes 102a-1 form a substantially square shape. A shaft hole 102a-2 into which a rotating shaft (not shown) is inserted is provided at a substantially central portion of the rotor core 102a.

  Similarly to the stator core 101a, the rotor core 102a is formed by forming a thin electromagnetic steel sheet having a thickness of 0.7 mm or less into a predetermined shape and laminating a predetermined number of sheets.

  When a demagnetizing field is applied to the permanent magnet 102b, the magnetic characteristics recover after application when the demagnetizing field is small (reversible demagnetization). A phenomenon called magnetism occurs. A numerical value representing the degree of difficulty of irreversible demagnetization is called coercivity. When irreversible demagnetization occurs, the characteristics of the motor deteriorate. Therefore, a load design and a holding force magnet are selected so that the magnet does not cause irreversible demagnetization due to the demagnetizing field due to the armature reaction.

  The coercive force of a neodymium rare earth magnet mainly composed of Nd—Fe—B has a property of decreasing with temperature. When a motor using a neodymium rare earth magnet is used in a high temperature atmosphere of 100 ° C. or higher such as a compressor, the coercive force of the magnet deteriorates with temperature (about −0.5 to −0.6% / ΔK). There is a need to add a Dy (dysprosium) element to improve the coercive force.

  FIG. 6 is a relationship diagram between the Dy content of the neodymium rare earth magnet and the coercive force / residual magnetic flux density. As shown in FIG. 6, the coercive force of the neodymium rare earth magnet improves in proportion to the Dy content.

  In a general compressor, the upper limit of the atmospheric temperature of the electric motor is about 150 ° C. In a general compressor, an electric motor is used in an upper limit range (about 150 ° C.) in which the temperature is increased by about 130 ° C. from room temperature 20 ° C. to room temperature 20 ° C. Therefore, for example, at a temperature coefficient of −0.5% / ΔK, the coercive force of the permanent magnet is reduced by 65%.

To avoid demagnetization at maximum load of the compressor is, 1100-1500 k A / m around the coercive force is required, the coercive force in an atmosphere temperature of 150 ℃ (1100~1500 k A / m to ensure a degree), it is necessary to design a room temperature coercivity of about 1800~2300 k a / m.

Room temperature coercivity in the state without the addition of Dy element neodymium rare earth magnet composed mainly of Nd-Fe-B is about 1000 k A / m, the required coercive force (about 1800~2300k A / m) In order to obtain 6 to 8% by weight of Dy element.

  The amount of Dy element produced in 2010 is concentrated in China, and is accompanied by price instability and procurement risk, so there is a demand to reduce the amount added.

  Further, as shown in FIG. 6, when the Dy element is added, the coercive force characteristic is improved, but there is a demerit that the residual magnetic flux density characteristic is lowered. When the residual magnetic flux density decreases, the magnet torque of the electric motor decreases and the energization current increases, so that the copper loss increases. For this reason, there is a great demand for reducing the amount of Dy added in terms of efficiency.

  FIG. 7 is a relationship diagram of the number of poles of the electric motor 100 and the demagnetizing force applied to the permanent magnet and the drive frequency of the inverter. The demagnetizing force applied to the permanent magnet is proportional to the coil magnetomotive force, and inversely proportional to the magnet thickness and the number of poles. In order to configure an electric motor that is resistant to demagnetization without impairing the generation of torque, it is preferable to increase the magnet thickness or to design a large number of poles.

  When the magnet thickness is increased, the magnet volume itself is increased, which is not preferable because the amount of Dy used is increased.

  In a design with an increased number of poles, the drive frequency increases in proportion to the number of poles. Therefore, there is a problem in that the increase in iron loss generated in the core of the motor and the switching loss of the inverter increase, and the efficiency deteriorates.

  The electric motor of the present embodiment is composed of 6 or more poles, uses a device that uses SiC in the switching part of the inverter main circuit, suppressing the Dy content contained in the rare earth magnet to 4% by weight or less. The above-described problem is solved by driving with a drive circuit.

  FIG. 8 is a cross-sectional view of the electric motor 200 showing the first embodiment. The electric motor 200 shown in FIG. 8 is a brushless DC motor, for example. The electric motor 200 includes a stator 201 and a rotor 202 disposed inside the stator 201 via a gap 220.

  The combination of the number of slots and the number of poles of the electric motor 200 is 12 slots and 8 poles.

  FIG. 9 shows the first embodiment and is a cross-sectional view of the stator 201. The stator 201 includes at least a stator core 201a, a winding 201b, and an insulating material 201c that insulates the stator core 201a from the winding 201b.

  The winding 201b is a concentrated winding wound around the teeth 201a-1 (FIG. 10), but may be a distributed winding. The winding 201b is a three-phase winding, and the connection method is Y connection (star connection, star connection). However, the connection method may be a triangular connection.

  FIG. 10 shows the first embodiment, and is a cross-sectional view of the stator core 201a. The stator core 201a is substantially ring-shaped (cylindrical), and a ring-shaped core back 201a-2 is formed on the outer peripheral side. Twelve teeth 201a-1 are radially formed from the core back 201a-2 to the rotor 202 side. The twelve teeth 201a-1 are arranged at substantially equal intervals in the circumferential direction. The circumferential width of the teeth 201a-1 is substantially constant in the radial direction.

  A space between adjacent teeth 201a-1 is referred to as a slot 201a-3. The number of slots 201a-3 is also the same as the number of teeth 201a-1. Since the circumferential width of the teeth 201a-1 is substantially constant in the radial direction, the circumferential width of the slot 201a-3 gradually increases from the inside toward the outside (core back 201a-2 side). It is.

  The stator core 201a is formed by laminating a predetermined number of thin electromagnetic steel sheets having a thickness of 0.7 mm or less in a predetermined shape.

  In the case of 12 slots, the winding work is doubled compared to 6 slots. Further, when the sum of the slot opening 201a-4 of the stator 201 is the same, the width of the slot opening 201a-4 is smaller than that of 6 slots. When the stator core 201a is integrally formed, it is very difficult to insert the winding 201b.

  The stator core 201a of the present embodiment divides the core for each tooth 201a-1 and performs winding, and fixes the core divided after the winding in an annular shape. In the case of a multipolar configuration, the number of slots also increases. Therefore, using the split core method increases the space factor of the windings and improves the productivity.

  An insulating material 201c for insulating the winding 201b and the stator core 201a is interposed in the slot 201a-3. Generally, the insulating material 201c is formed by molding a resin, and the thickness is about 1 mm in order to ensure the molding strength. When the number of slots is increased in the multipolar configuration, the amount of the insulating material 201c is increased, which is not preferable because the winding area is reduced and the copper loss is increased.

  FIG. 11 shows the first embodiment, and is a cross-sectional view of a stator 201 using a PET film as an insulating material. By using a PET film 201c-1 as shown in FIG. 11 for insulation in the slot 201a-3, an increase in the insulating material due to an increase in the number of slots can be suppressed. Can be configured.

  FIGS. 12 and 13 are diagrams showing the first embodiment. FIG. 12 is a cross-sectional view of a stator 201 with a countermeasure against leakage current. FIG. 13 is a cross-sectional view of a stator core 201a with a countermeasure against leakage current. is there.

  When the inverter carrier frequency is increased by using multiple poles, leakage current due to stray capacitance between the winding and the core (stator core) is likely to flow.

  Therefore, as shown in FIG. 13, the notch 201 a-5 is formed with a configuration that surrounds the core back 201 a-2 portion of the slot 201 a-3. The notch 201a-5 is formed on both sides of each tooth 201a-1.

  By comprising in this way, the electrostatic capacitance between the coil | winding 201b and the stator core 201a can be reduced, and a leakage current can be reduced.

  14 and 15 show the first embodiment. FIG. 14 is a transverse sectional view of the rotor 202, and FIG. 15 is a transverse sectional view of the rotor core 202a.

  The rotor 202 is a permanent magnet embedded type, and includes at least a rotor core 202a and a plate-shaped permanent magnet 202b inserted into the magnet insertion hole 202a-1 of the rotor core 202a.

  The eight permanent magnets 202b are magnet insertion holes 202a-1 formed along the outer peripheral edge of the rotor core 202a, and constitute an 8-pole rotor 202.

  The permanent magnet 202b is mounted with a neodymium rare earth magnet mainly composed of Nd—Fe—B (neodymium, iron, boron) and has a flat plate shape with a thickness of about 2 mm. In the present embodiment, the Dy content is 3% by weight.

  In other words, the permanent magnet 202b is a neodymium rare earth magnet including Fe (iron), Nd (neodymium), Dy (dysprosium), and B (boron). In addition, it contains a trace amount of impurities.

  The rotor core 202a is substantially cylindrical, and eight magnet insertion holes 202a-1 having a substantially rectangular cross section are formed along the outer peripheral edge. In the cross section, the eight magnet insertion holes 202a-1 form a substantially octagon. A shaft hole 202a-2 into which a rotating shaft (not shown) is inserted is provided at a substantially central portion of the rotor core 202a.

  The rotor core 202a is formed by laminating a predetermined number of thin electromagnetic steel sheets having a thickness of 0.7 mm or less in a predetermined shape.

  FIG. 16 is a diagram showing the first embodiment, and is a cross-sectional view of the rotor 202 in which the permanent magnet 202b of each magnetic pole is divided into two parts. When the electric motor is multipolar, the drive frequency increases, so that the loss due to the eddy current flowing through the permanent magnet 202b increases. In FIG. 16, the permanent magnet 202b of each magnetic pole is divided into two in the width direction (circumferential direction). Thereby, increasing the specific resistance of the permanent magnet 202b makes it difficult for the eddy current to flow, and suppresses heat generation of the permanent magnet 202b due to loss (eddy current loss).

  FIG. 17 is a diagram showing the first embodiment, and is a relational diagram between the demagnetization factor and the induced magnetic force when the thickness and Dy content of the permanent magnet are constant and the number of poles is changed. In FIG. 17, the demagnetization ratio is energized with the stator and rotor fixed so that a magnetic flux in the opposite phase to the permanent magnet is generated, and the ratio of the induced voltage before and after energization is expressed as a decrease rate with reference to before energization. ing. The horizontal axis uses the magnetomotive force, which is the product of the energizing current and the number of turns of the phase, as an index. The compressor is designed so that the guaranteed performance value of the product is, for example, within 1.5% of the demagnetization factor.

  18 and 19 show the first embodiment. FIG. 18 is a cross-sectional view of a 6-pole motor 200, and FIG. 19 is a cross-sectional view of a 10-pole motor 200.

  A 6-pole motor 200 shown in FIG. 18 is a 9-slot 6-pole motor in which the stator 201 has nine slots 201a-3 and the rotor 202 has six permanent magnets 202b.

  A 10-pole motor 200 shown in FIG. 19 is a 12-slot 10-pole motor having 12 slots 201a-3 of the stator 201 and 6 permanent magnets 202b of the rotor 202.

  FIG. 17 shows that the magnetomotive force that demagnetizes 1.5% increases as the number of poles increases. When using 4 poles as a reference, the magnetomotive force to be demagnetized by 1.5% is about 1.5 times in the case of 6 poles, about 2 times in the case of 8 poles, and about 2.5 times in the case of 10 poles. It has improved. When the atmospheric temperature of the electric motor and the generated load torque are constant, a magnet having a lower coercive force, that is, a lower Dy content can be used as the number of poles is larger. This is because the demagnetizing field generated by the stator is dispersed by using multiple poles, so that the demagnetizing force is reduced.

  FIG. 20 is a diagram showing the first embodiment, and is a relationship diagram between the Dy content and the number of poles necessary for securing a 1.5% demagnetization factor. From FIG. 20, by increasing the number of poles, it is possible to design with a reduced Dy content in terms of demagnetization resistance. In the case of 6 poles, a permanent magnet whose Dy content is suppressed to a maximum of 4% by weight or less can be used. Similarly, in the case of 8 poles, a permanent magnet in which the Dy content is suppressed to 3% by weight or less at the maximum and in the case of 10 poles, the Dy content is suppressed to 2% by weight or less can be used.

  When the number of poles of the motor is increased, the magnetic flux density generated in the core of the motor decreases, but the frequency of the magnetic flux density increases. Therefore, iron loss increases when the number of poles is too large.

  FIG. 21 is a diagram showing the first embodiment, and is a relationship diagram between motor efficiency and the number of poles. When the number of poles of the motor is increased, the number of slots in the stator increases, so the area of the insulating material for insulating the inside of the slots and the stator windings increases, the winding cross-sectional area decreases, and the copper loss Will increase. Therefore, when designed with the same permanent magnet (constant Dy content) as in the prior art, the motor efficiency in the case of 4 poles was the best as shown by the solid line in FIG.

  However, in order to improve the demagnetization resistance as described above, the maximum Dy content is 4% or less in the case of 6 poles, the maximum Dy content is 3 wt% or less in the case of 8 poles, and the maximum Dy content is 2 in the case of 10 poles. When the weight is reduced to less than or equal to% by weight, the residual magnetic flux density of the permanent magnet is improved. Therefore, the size of the electric motor can be reduced, and iron loss and copper loss can be reduced.

  As shown by the broken line in FIG. 21 showing the motor efficiency when the Dy content is reduced, it can be seen that when the Dy content is reduced, the motor efficiency can be designed without decreasing the efficiency even when the number of poles is 6 or more.

  The motor efficiency is preferably 6 poles with Dy content reduced to 4 wt% or less, 8 poles with Dy content reduced to 3 wt% or less, and 10 poles with Dy content reduced to 2 wt% or less. It is. At 12 poles or more, the motor efficiency is lower than 6-10 poles because the influence of an increase in iron loss due to an increase in driving frequency is greater than the improvement in residual magnetic flux density. The compressor motor is designed to have a rated speed of 60 rps and a maximum speed of about 120 rps.

  The electric motor according to the present embodiment performs high-efficiency operation in accordance with required product load conditions by performing variable speed driving by PWM control by an inverter of a driving circuit. The switching carrier of the inverter is generated with a waveform of 9 kHz, for example, and is driven at a variable speed by PWM control of the inverter or the like.

  Next, the drive circuit 1 of the electric motor 200 will be described. FIG. 22 shows the first embodiment, and is a circuit diagram of the drive circuit 1 of the electric motor 200. AC power is supplied to the drive circuit 1 from a commercial AC power supply 2 provided outside. The AC voltage supplied from the commercial AC power supply 2 is converted into a DC voltage by the rectifier circuit 3. The DC voltage converted by the rectifier circuit 3 is converted to an AC voltage having a variable frequency by the inverter main circuit 4 and applied to the electric motor 200. The electric motor 200 is driven by variable frequency AC power supplied from the inverter main circuit 4. The rectifier circuit 3 includes a chopper circuit that boosts the voltage applied from the commercial AC power supply 2 and a smoothing capacitor that smoothes the rectified DC voltage.

  The inverter main circuit 4 is a three-phase bridge inverter circuit, and the switching portion of the inverter main circuit 4 is silicon carbide as six IGBTs 6a to 6f (insulated gate bipolar transistors) serving as inverter main elements and six flywheel diodes (FRD). SiC-SBDs 7a to 7f (Schottky barrier diodes) using (SiC) are provided. The SiC-SBDs 7a to 7f, which are FRDs, are reverse current prevention means for suppressing the counter electromotive force generated when the IGBTs 6a to 6f turn the current from ON to OFF.

  Here, the IGBTs 6a to 6f and the SiC-SBDs 7a to 7f are IC modules in which each chip is mounted on the same lead frame and molded with epoxy resin and packaged. The IGBTs 6a to 6f may be IGBTs using SiC or GaN (gallium nitride) instead of IGBTs using silicon (Si-IGBT), and MOSFETs using Si, SiC, or GaN instead of IGBTs (Metal-Oxide). Other switching elements such as a Semiconductor Field-Effect Transistor may be used.

  Two voltage-dividing resistors 8a and 8b connected in series are provided between the rectifier circuit 3 and the inverter main circuit 4, and the high-voltage DC voltage is reduced by the voltage-dividing circuit using the voltage-dividing resistors 8a and 8b. A DC voltage detector 8 is provided for sampling and holding the electrical signal.

  Current detection elements 30a and 30c that detect currents flowing through the U-phase winding 201b-u and the W-phase winding 201b-w of the electric motor 200 are provided. As the current detection elements 30a and 30c, a direct current transformer (DCCT), an alternating current transformer (ACCT), or the like is used to detect instantaneous values of currents flowing through the U-phase winding 201b-u and the W-phase winding 201b-w.

  The rotor position detection unit 10 calculates the position of the rotor 202 of the electric motor 200 from the output signals of the current detection elements 30 a and 30 c, and outputs the position information of the rotor 202 to the output voltage calculation unit 9. Here, the current of two phases of the U-phase winding 201b-u and the W-phase winding 201b-w of the electric motor 200 is detected, but the current of the V-phase winding 201b-v is also added. The current may be detected, or the current of two combinations of other combinations may be detected.

  The rotor position detection unit 10 may detect the terminal voltage of the electric motor 200 and detect the position of the rotor 202 of the electric motor 200.

  The position information of the rotor 202 detected by the rotor position detection unit 10 is output to the output voltage calculation unit 9. The output voltage calculation unit 9 is an optimum inverter main unit to be applied to the electric motor 200 based on the command of the target rotational speed N given from the outside of the drive circuit 1 or information on the operating conditions of the device and the position information of the rotor 202. The output voltage of the circuit 4 is calculated. The output voltage calculation unit 9 outputs the calculated output voltage to the PWM signal generation unit 31. PWM is an abbreviation for Pulse Width Modulation.

  The PWM signal generation unit 31 outputs a PWM signal that becomes the output voltage given from the output voltage calculation unit 9 to the main element drive circuit 4a that drives each of the IGBTs 6a to 6f of the inverter main circuit 4, and the inverter main circuit The four IGBTs 6a to 6f are respectively switched by the main element drive circuit 4a.

  Here, a control method for suppressing the demagnetizing field of the stator 201 will be described. The demagnetizing field of the stator 201 is generated when a large current flows through the winding 201b (the U-phase winding 201b-u, the V-phase winding 201b-v, and the W-phase winding 201b-w) by mistake.

  In the present embodiment, the instantaneous value of the current flowing through the winding 201b is detected, and when the detected instantaneous current value becomes higher than a predetermined current value, the output voltage calculation unit 9 outputs to the PWM signal generation unit 31. Is controlled so that a large current does not flow through the winding 201b, demagnetization of the permanent magnet 202b due to the demagnetizing field of the stator 201 can be suppressed, and the highly reliable electric motor 200 can be provided. Can be obtained.

  Here, the wide band gap semiconductor will be described. A wide band gap semiconductor is a generic term for semiconductors having a larger band gap than Si, and SiC used in the SiC-SBDs 7a to 7f is one of the wide band gap semiconductors, in addition to gallium nitride (GaN), There are diamonds. Furthermore, wide band gap semiconductors, particularly SiC, have higher heat resistance temperature, dielectric breakdown strength, and thermal conductivity than Si. Here, although SiC is used for the FRD of the inverter circuit, other wide band gap semiconductors may be used instead of SiC.

  SiC has excellent physical properties such as a dielectric breakdown voltage 10 times that of Si and a band gap 3 times that of Si. The breakdown voltage of the power device is supported by an epitaxial layer (drift layer), but it also becomes a resistance when turned on. Since the dielectric breakdown voltage of SiC is 10 times that of Si, the thickness of the epitaxial layer can be reduced to 1/10 and the on-resistance can be reduced. Further, since the band gap is wide, a high temperature operation of 200 ° C. or higher is possible. Moreover, hole injection is performed for Si to lower the on-resistance, and recovery is slow, and SiC that does not need to be recovered quickly, recovery loss can be greatly reduced, and low-loss high-speed switching is possible.

  FIG. 23 is a diagram showing the first embodiment, and is a comparison diagram of the overall efficiency in which the motor when the Dy content shown by the broken line in FIG. 21 is reduced is driven when the inverter elements are Si and SiC. As described above, when the number of poles is increased, the drive frequency is increased, so that it is necessary to increase the carrier frequency of the inverter, and the switching loss of the inverter increases. Therefore, when using the Si element indicated by the solid line, the total efficiency of the four electrodes was the highest.

  On the other hand, when the SiC element indicated by the broken line is used, the switching loss can be greatly reduced, so that a highly efficient drive system can be configured even in the case of 6 poles or more.

  The electric motor 200 of the present embodiment performs field-weakening control in a region where the induced voltage at high speed exceeds the terminal voltage. By performing advance control of the current that generates a stator magnetic field in the winding 201b of the stator 201 in the opposite direction to the permanent magnet 202b, the induced voltage generated by the permanent magnet 202b is suppressed and the torque is increased.

  Since the field weakening control generates a stator magnetic field in the direction facing the permanent magnet 202b, it greatly affects the demagnetization resistance. If the weakening amount of the field weakening control is reduced, it becomes easier to use the permanent magnet 202b having a small coercive force (low Dy content).

  In order not to perform the field weakening control, the design may be made by reducing the induced voltage or by boosting the commercial 200V power supply with the terminal voltage output by the converter. It is not preferable to design with a lower induced voltage because the number of winding turns will be reduced or the magnetic force of the permanent magnet will be reduced, resulting in an increase in motor current, an increase in current loss in the inverter, and an increase in copper loss. .

  In the case of boosting with a converter, there is a problem of the withstand voltage of the element, but by using a SiC element having a large withstand voltage, a significant boost can be achieved as compared with the conventional case. Therefore, the circuit using SiC elements in the converter boosts the voltage to 80 to 100% of the voltage at which the motor saturates and drives the weakening magnetic field to a smaller size, thereby reducing the Dy content of the permanent magnet than conventional control. Further reduction is possible.

  FIG. 24 shows the first embodiment, and is a longitudinal sectional view of a rotary compressor 300 on which the electric motor 200 is mounted. An example of the rotary compressor 300 (compressor) shown in FIG. 24 is a vertical type in which the inside of the sealed container 70 is high pressure. The compression element 400 is housed in the lower part of the sealed container 70. The electric motor 200 that is an electric element that drives the compression element 400 is accommodated above the compression element 400 in the upper part of the sealed container 70.

  Refrigerating machine oil 90 that lubricates the sliding portions of the compression element 400 is stored at the bottom of the sealed container 70.

  First, the configuration of the compression element 400 will be described. The cylinder 401 in which the compression chamber is formed has a cylinder chamber (not shown) having a substantially circular outer periphery in a plan view and a substantially circular space in a plan view. The cylinder chamber is open at both axial ends. The cylinder 401 has a predetermined axial height in a side view.

  A parallel vane groove (not shown) that communicates with a cylinder chamber that is a substantially circular space of the cylinder 401 and extends in the radial direction is provided so as to penetrate in the axial direction.

  A back chamber (not shown), which is a substantially circular space in plan view, communicates with the vane groove is provided on the back surface (outside) of the vane groove.

  A suction port (not shown) through which suction gas from the refrigeration cycle passes through the cylinder 401 passes through the cylinder chamber from the outer peripheral surface of the cylinder 401.

  The cylinder 401 is provided with a discharge port (not shown) in which the vicinity of the edge of the circle forming the cylinder chamber which is a substantially circular space (end surface on the side of the electric motor 200) is cut out.

  The material of the cylinder 401 is gray cast iron, sintered, carbon steel or the like.

  The rolling piston 402 rotates eccentrically in the cylinder chamber. The rolling piston 402 has a ring shape, and the inner periphery of the rolling piston 402 is slidably fitted to the eccentric shaft portion 50 a of the rotating shaft 50.

  The outer periphery of the rolling piston 402 and the inner wall of the cylinder chamber of the cylinder 401 are assembled so that there is always a constant gap.

  The material of the rolling piston 402 is alloy steel containing chrome or the like.

  The vane 403 is accommodated in the vane groove of the cylinder 401, and the vane 403 is always pressed against the rolling piston 402 by a vane spring 408 provided in the back pressure chamber. In the rotary compressor 300, since the inside of the sealed container 70 is at a high pressure, when the operation is started, a force due to the differential pressure between the high pressure in the sealed container 70 and the pressure in the cylinder chamber acts on the back surface (back pressure chamber side) of the vane 403. Therefore, the vane spring 408 is mainly used for the purpose of pressing the vane 403 against the rolling piston 402 when the rotary compressor 300 is activated (a state in which there is no difference between the pressure in the sealed container 70 and the cylinder chamber).

  The shape of the vane 403 is a flat shape (the thickness in the circumferential direction is smaller than the length in the radial direction and the axial direction).

  As a material of the vane 403, high-speed tool steel is mainly used.

  The main bearing 404 is slidably fitted to the main shaft portion 50b of the rotating shaft 50 (the portion above the eccentric shaft portion 50a and fitted to the rotor 20), and the cylinder chamber of the cylinder 401 (vane groove). One end surface (including the electric motor 200 side) is also closed.

  The main bearing 404 includes a discharge valve (not shown). However, it may be attached to either one or both of the main bearing 404 and the sub-bearing 405.

  The main bearing 404 has a substantially inverted T shape when viewed from the side.

  The sub-bearing 405 is slidably fitted to the sub-shaft portion 50c (a portion below the eccentric shaft portion 50a) of the rotating shaft 50, and the other end surface (freezing) of the cylinder chamber (including the vane groove) of the cylinder 401 is also provided. The machine oil 90 side) is closed.

  The secondary bearing 405 is substantially T-shaped in a side view.

  The material of the main bearing 404 and the sub bearing 405 is the same as that of the cylinder 401, and is made of gray cast iron, sintered, carbon steel, or the like.

  A discharge muffler 407 is attached to the outer side of the main bearing 404 (on the electric motor 200 side). The high-temperature and high-pressure discharge gas discharged from the discharge valve of the main bearing 404 enters the discharge muffler 407 and is then discharged from the discharge muffler 407 into the sealed container 70. However, there may be a discharge muffler 407 on the sub-bearing 405 side.

  A suction muffler 51 is provided beside the hermetic container 70 to suck low-pressure refrigerant gas from the refrigeration cycle and prevent liquid refrigerant from being directly drawn into the cylinder chamber of the cylinder 401 when the liquid refrigerant returns. The suction muffler 51 is connected to the suction port of the cylinder 401 via the suction pipe 52. The main body of the suction muffler 51 is fixed to the side surface of the sealed container 70 by welding or the like.

  A terminal 74 (referred to as a glass terminal) connected to a power source that is a power supply source is fixed to the sealed container 70 by welding. In the example of FIG. 24, the terminal 74 is provided on the upper surface of the sealed container 70. A lead wire 73 from the electric motor 200 that is an electric element is connected to the terminal 74.

  A discharge pipe 75 having both ends opened is inserted into the upper surface of the sealed container 70. The discharge gas discharged from the compression element 400 is discharged from the closed container 70 through the discharge pipe 75 to the external refrigeration cycle.

  A general operation of the rotary compressor 300 will be described. When electric power is supplied from the terminal 74 and the lead wire 73 to the stator 201 of the electric motor 200 that is an electric element, the rotor 202 rotates. Then, the rotating shaft 50 fixed to the rotor 202 rotates, and accordingly, the rolling piston 402 rotates eccentrically in the cylinder chamber of the cylinder 401. A space between the cylinder chamber of the cylinder 401 and the rolling piston 402 is divided into two by a vane 403. As the rotary shaft 50 rotates, the volume of these two spaces changes, the volume gradually increases on one side and the refrigerant is sucked in from the suction muffler 51, and the volume gradually decreases on the other side. The refrigerant gas is compressed. The compressed discharge gas is discharged once from the discharge muffler 407 into the sealed container 70, further passes through the electric motor 200 that is an electric element, and is discharged from the discharge pipe 75 on the upper surface of the sealed container 70 to the outside of the sealed container 70. .

  The discharge gas passing through the electric motor 200 which is an electric element is, for example, a gap 220 (see FIG. 8) including an air hole portion (through hole) of the rotor 202 of the electric motor 200 (not shown) and a slot opening portion (not shown) of the stator 201. ), And passes through a notch (see FIG. 9) disposed on the outer periphery of the stator 201. The refrigerant is R410A, R407C, or the like.

  1 drive circuit, 2 commercial AC power supply, 3 rectifier circuit, 3a reactor, 3b rectifier diode, 3c smoothing capacitor, 4 inverter main circuit, 4a main element drive circuit, 6a-6f IGBT, 7a-7f SiC-SBD, 8 DC voltage Detection unit, 8a voltage dividing resistor, 8b voltage dividing resistor, 9 output voltage calculating unit, 10 rotor position detecting unit, 30a current detecting element, 30c current detecting element, 31 PWM signal generating unit, 50 rotating shaft, 50a eccentric shaft unit 50c Subshaft part, 51 Suction muffler, 70 Airtight container, 73 Lead wire, 74 Terminal, 75 Discharge pipe, 90 Refrigerating machine oil, 100 Electric motor, 101 Stator, 101a Stator core, 101b Winding, 101a-1 Teeth, 101a-2 core back, 101a-3 slot, 102 rotor, 102a rotor core, 1 2a-1 Magnet insertion hole, 102a-2 Shaft hole, 102b Permanent magnet, 120 Air gap, 200 Electric motor, 201 Stator, 201a Stator core, 201a-1 Teeth, 201a-2 Core back, 201a-3 Slot, 201a- 4 slot opening, 201a-5 notch, 201b winding, 201b-u U phase winding, 201b-v V phase winding, 201b-w W phase winding, 201c insulating material, 201c-1 PET film, 202 Rotor, 202a Rotor core, 202a-1 Magnet insertion hole, 202a-2 Shaft hole, 202b Permanent magnet, 220 Air gap, 300 Rotary compressor, 400 Compression element, 401 Cylinder, 402 Rolling piston, 403 vane, 404 Main bearing , 405 Sub bearing, 407 Discharge muffler, 408 Over down spring.

Claims (20)

A compression element for compressing the refrigerant;
A neodymium rare earth magnet that drives the compression element and contains iron, neodymium, boron, and dysprosium, and the neodymium rare earth magnet having a dysprosium content of 4 wt% or less is divided into two in the width direction at each magnetic pole. And a 6-pole motor having a rotor. A compression element for compressing the refrigerant;
A neodymium rare earth magnet containing iron, neodymium, boron, and dysprosium that drives the compression element, and the neodymium rare earth magnet having a dysprosium content of 3 wt% or less is divided into two in the width direction at each magnetic pole. And an 8-pole electric motor having a rotor. A compression element for compressing the refrigerant;
A neodymium rare earth magnet that drives the compression element and contains iron, neodymium, boron, and dysprosium, and a neodymium rare earth magnet having a dysprosium content of 2 wt% or less is divided into two in the width direction at each magnetic pole. And a 10-pole motor having a rotor.   The compressor according to any one of claims 1 to 3, wherein the stator core of the electric motor includes a split core.   The compressor according to any one of claims 1 to 3, wherein the winding insulation of the stator of the electric motor is made of a PET film.   A neodymium rare earth magnet containing iron, neodymium, boron and dysprosium, the neodymium rare earth magnet having a dysprosium content of 4% by weight or less having a rotor that is divided into two in the width direction at each magnetic pole; A 6-pole motor used in an atmosphere of 100 ° C or higher.   A neodymium rare earth magnet containing iron, neodymium, boron, and dysprosium, the neodymium rare earth magnet having a dysprosium content of 3 wt% or less has a rotor that is divided into two in the width direction at each magnetic pole, An 8-pole motor used in an atmosphere of 100 ° C or higher.   A neodymium rare earth magnet containing iron, neodymium, boron, and dysprosium, the neodymium rare earth magnet having a dysprosium content of 2% by weight or less has a rotor that is divided into two in the width direction at each magnetic pole, A 10-pole motor used in an atmosphere of 100 ° C or higher.   The electric motor according to any one of claims 6 to 8, wherein the stator core of the electric motor is constituted by a split core.   The electric motor according to claim 6, wherein the winding insulation of the stator of the electric motor is made of a PET film. A compression element for compressing the refrigerant;
A neodymium rare earth magnet that drives the compression element and contains iron, neodymium, boron, and dysprosium, and the neodymium rare earth magnet having a dysprosium content of 4 wt% or less is divided into two in the width direction at each magnetic pole. And a method of using a compressor having a six-pole motor having a rotor,
A method of using a compressor in which the electric motor is used in an atmosphere of 100 ° C. or higher. A compression element for compressing the refrigerant;
A neodymium rare earth magnet containing iron, neodymium, boron, and dysprosium that drives the compression element, and the neodymium rare earth magnet having a dysprosium content of 3 wt% or less is divided into two in the width direction at each magnetic pole. And a method of using a compressor including an 8-pole electric motor having a rotor,
A method of using a compressor in which the electric motor is used in an atmosphere of 100 ° C. or higher. A compression element for compressing the refrigerant;
A neodymium rare earth magnet that drives the compression element and contains iron, neodymium, boron, and dysprosium, and a neodymium rare earth magnet having a dysprosium content of 2 wt% or less is divided into two in the width direction at each magnetic pole. And a method of using a compressor having a 10-pole electric motor having a rotor,
A method of using a compressor in which the electric motor is used in an atmosphere of 100 ° C. or higher.   The method of using a compressor according to any one of claims 11 to 13, wherein the stator core of the electric motor is constituted by a split core.   The method of using a compressor according to any one of claims 11 to 13, wherein the winding insulation of the stator of the electric motor is made of a PET film.   A 6-pole neodymium rare earth magnet containing iron, neodymium, boron and dysprosium, wherein the neodymium rare earth magnet having a dysprosium content of 4% by weight or less is divided into two in the width direction at each magnetic pole How to use an electric motor using an electric motor in an atmosphere of 100 ° C. or higher.   An 8-pole neodymium rare earth magnet containing iron, neodymium, boron and dysprosium, wherein the neodymium rare earth magnet having a dysprosium content of 3 wt% or less is divided into two in the width direction at each magnetic pole How to use an electric motor using an electric motor in an atmosphere of 100 ° C. or higher.   A neodymium rare earth magnet containing iron, neodymium, boron, and dysprosium, having a rotor in which a neodymium rare earth magnet with a dysprosium content of 2 wt% or less is divided into two in the width direction at each magnetic pole How to use an electric motor using an electric motor in an atmosphere of 100 ° C. or higher.   The method of using an electric motor according to any one of claims 16 to 18, wherein the stator core of the electric motor is constituted by a split core.   The method of using an electric motor according to any one of claims 16 to 18, wherein the winding insulation of the stator of the electric motor is made of a PET film.

Images