Activation system and regeneration system

Abstract

An activation system 1 comprises: a motor 30 including a cylindrical rotor having a plurality of permanent magnets and a cylindrical stator having a plurality of coils; and a drive circuit 20 that performs switching control of currents flowing through the coils in accordance with rotation of the rotor. The activation system 1 further comprises: a diode 50 that conducts a current due to a counter electromotive force generated in the coils during a period in which the currents are controlled by the drive circuit 20 so as not to flow through the coils; and an LPF 40 connected to the anode side or the cathode side of the diode 50. Sufficient regenerative power can be obtained from the counter electromotive force by the diode 50 and the LPF 40 without strictly controlling the magnitude, timing, or the like of a voltage applied to the coils in accordance with a voltage value or generation timing of the counter electromotive force, and energy efficiency can be further improved by using the counter electromotive force generated in the coils.

Description

Activation system and regeneration system

[0001] The present invention relates to an engine activation system and a regenerative system, and is particularly suitable for use in an engine activation system and a regenerative system applied thereto, which include an engine comprising a plurality of permanent magnets arranged in a rotor and a plurality of coils arranged in a stator.

[0002] Conventionally, motors are known that rotate a rotor by utilizing the interaction between multiple permanent magnets arranged on the rotor and the rotating magnetic field of an electromagnet generated by sequentially passing positive and negative currents through multiple coils arranged on the stator. Here, it is common practice to prevent braking in the opposite direction to the rotor's rotation by switching the direction of the current flowing through the coils when the magnets approach the coils and when the magnets move away from the coils.

[0003] Furthermore, a technique is known in which, when switching the current flowing through a coil in the reverse direction, a period is created during which no current flows through the coil, thereby preventing braking due to back electromotive force. However, this presents a problem in that the energy stored in the inductance is wasted during the period when no current flows through the coil, resulting in inefficient energy utilization. In response to this, a technique is known in which the back electromotive force generated in the coil is regenerated to charge the battery (see, for example, Patent Documents 1 and 2).

[0004] The stepper motor drive device described in Patent Document 1 includes a control unit that controls the direction of the coil current and the duty cycle of pulse width modulation by switching the width of the drive pulse applied to the coil and the direction of voltage application according to the rotation angle of the rotor. The control unit controls the opening and closing timing of each switch in the bridge circuit, and when the rotation angle is 45 degrees or more, it regenerates power by applying a negative voltage smaller than the magnitude of the back electromotive force generated by the rotational motion of the rotor, and stores the electrical energy regenerated from the motor mechanism in the energy storage unit through the power supply circuit.

[0005] The motor control device described in Patent Document 2 uses PWM control to switch the switching elements of four arms of a PWM inverter connected in parallel to a battery. When a predetermined switching element of the first arm is turned OFF, a regenerative current is generated and the battery is charged, while when a predetermined switching element is turned ON, a return current flows. By adjusting the PWM duty cycle, the device is configured to perform regeneration while maintaining the winding current flowing through the coil at approximately a predetermined value.

[0006] Furthermore, a technique is known for outputting the back electromotive force generated by a motor via a diode (see, for example, Patent Document 3). The DC motor speed control device described in Patent Document 3 includes a power switch and a DC motor, an FET connected in series between both output terminals of the power supply, a diode that discharges the back electromotive force generated in the DC motor when the FET is off toward the power supply, a detection circuit that detects the back electromotive force, and a feedback circuit that performs on / off duty cycle control of the FET according to the detection result of the detection circuit.

[0007] Japanese Patent Publication No. 2012-50257, Japanese Patent Publication No. 2009-65824, Japanese Patent Publication No. 2000-354395

[0008] In the technologies described in the above-mentioned Patent Documents 1 to 3, in order to regenerate the back electromotive force generated in the coil, it is necessary to precisely control the magnitude, timing, and duty cycle of the voltage applied to the coil by switching the FET in accordance with the voltage value and generation timing of the back electromotive force. However, in practice, it is difficult to accurately perform such precise control, and there have been challenges in terms of further improving energy efficiency.

[0009] This invention was made to solve these problems and aims to further improve energy efficiency by utilizing the back electromotive force generated in a coil.

[0010] To solve the above-mentioned problems, the present invention provides an engine system comprising an engine having a cylindrical rotor having a plurality of permanent magnets and a cylindrical stator having a plurality of coils, and a drive circuit that controls the switching of current flowing to the coils in accordance with the rotation of the rotor, wherein the system is further equipped with a diode that allows current to conduct due to the back electromotive force generated in the coils during a period when the drive circuit controls the coils so that no current flows through them, and a low-pass filter connected to the anode or cathode side of the diode.

[0011] According to the present invention configured as described above, in order to regenerate the back electromotive force generated in the coil, it is not necessary to strictly feedback control the magnitude, timing, and duty cycle of the voltage applied to the coil in accordance with the voltage value and generation timing of the back electromotive force. Sufficient regenerative power can be obtained from the back electromotive force by means of a diode and a low-pass filter. As a result, according to the present invention, it is possible to further improve energy efficiency by utilizing the back electromotive force generated in the coil.

[0012] This is a block diagram schematically showing an example of the overall configuration of the electric system according to this embodiment. This is a circuit diagram showing an example of the circuit configuration in the main part of the electric system according to this embodiment. This is a diagram showing an example of the configuration of the engine (excluding the circuit part). This is a timing chart showing the PWM control performed by the drive circuit. This is a diagram showing an example of the configuration of the electric system according to a modification. This is a diagram showing an example of the configuration of the electric system according to a modification. This is a diagram showing an example of the configuration of the electric system according to a modification. This is a diagram showing an example of the configuration of the electric system according to a modification. This is a diagram showing an example of the configuration of the electric system according to a modification. This is a diagram showing an example of the configuration of the electric system according to a modification. This is a diagram showing an example of the configuration of the electric system according to a modification.

[0013] Hereinafter, one embodiment of the present invention will be described with reference to the drawings. Figure 1 is a block diagram schematically showing an example of the overall configuration of the electric system according to this embodiment. Figure 2 is a circuit diagram showing an example of the circuit configuration in the main part of the electric system according to this embodiment (however, it includes some functional blocks).

[0014] As shown in Figure 1, the power system 1 of this embodiment is configured to include a battery 10, a drive circuit 20, a motor 30, a low-pass filter (LPF) 40, a diode 50, and a charging circuit 60. The power system 1 of this embodiment also includes a regenerative system, which is configured by the LPF 40 and the diode 50.

[0015] The motor 30 comprises a cylindrical rotor having multiple permanent magnets arranged in a ring with alternatingly different magnetic pole directions, and a cylindrical stator having multiple coils arranged in a ring and concentric with the rotor. The rotor is rotated by the interaction between the rotating magnetic field generated by the flow of current through the coils and the permanent magnets. For example, the motor 30 is a three-phase motor.

[0016] Figure 3 shows an example of the configuration of the engine 30 (excluding the circuit portion). As shown in Figure 3(a), the engine 30 of this embodiment includes a cylindrical rotor 310 attached to a rotating shaft 340 that is rotatably supported in a housing 330, and a cylindrical stator 320 fixed to the housing 330 and arranged concentrically with the rotor 310 inside the rotor 310.

[0017] As shown in Figure 3(a), the rotor 310 is equipped with a plurality of permanent magnets 311 arranged in an annular pattern in the direction of rotation. The plurality of permanent magnets 311 are arranged with their north poles and south poles alternately in close contact with each other. Each permanent magnet 311 is fixed at an equally spaced angle with respect to the rotation center of the rotor 310 and is magnetized with parallel anisotropy, with each polarity facing radially. The number of permanent magnets 311 is an even number greater than or equal to the number of teeth 321, which will be described later (in this embodiment, there are 12, the same number as the teeth 321).

[0018] As shown in Figure 3(a), the stator 320 is positioned opposite the surface of the permanent magnet 311 and has a plurality of teeth 321 integrally formed with a cylindrical yoke and protruding along its outer surface. In the example in Figure 3(a), twelve teeth 321 are arranged radially at 30° intervals with respect to the rotation center of the rotor 310.

[0019] As shown in FIG. 3(b), a coil 322 is wound around each tooth 321 along its outer circumference. The tooth 321 is a rectangular prism with a rectangular cross-section in the circumferential direction, and is formed in a plate shape with a short side of about 1 to 3 mm. A thin plate-shaped magnetic flux leakage preventing cover member 323 for preventing magnetic flux leakage from the outside of the tooth 321 is attached to the end portion facing the surface of the permanent magnet 311. The magnetic flux leakage preventing cover member 323 is made of, for example, stainless steel, which is a kind of non-magnetic material.

[0020] Coils 322 are continuously connected to every fourth one of three sets of four teeth 321 so that currents of the same phase flow therethrough. As a result, three-phase currents of U-phase, V-phase, and W-phase flow through the three sets of coils 322. Each coil 322 is preferably a high-inductance coil, but is not particularly limited thereto. The stator 320 has a known configuration capable of supplying three-phase currents to the coils 322 of the teeth 321 for U-phase, V-phase, and W-phase.

[0021] Returning to FIG. 1 for description. The drive circuit 20 performs switching control of the current flowing through the coil 322 of the stator 320 in accordance with the rotation of the rotor 310 of the engine 30. As shown in FIG. 2, the drive circuit 20 includes a PWM control circuit 21 and switching elements Q1, Q2. The switching elements Q1, Q2 are, for example, FETs.

[0022] In this embodiment, drive circuits 20 Ｕ , 20 Ｖ , 20 Ｗ are provided for U-phase, V-phase, and W-phase, respectively. For example, the drive circuit 20 Ｕ for U-phase includes a PWM control circuit 21 Ｕ for U-phase and switching elements Q1 Ｕ , Q2 Ｕ . The drive circuit 20 Ｕ for V-phase and the drive circuit 20 Ｗ for W-phase are not shown in terms of internal configuration, but have the same configuration as the drive circuit 20 Ｕ for U-phase.

[0023] The drive circuits 20 Ｕ , 20 Ｖ , 20Ｗ This is the three-phase coil 322 (L in Figure 2). Ｕ , L Ｖ , L Ｗ The PWM control is performed during a first period T1 in which current flows in one direction to the coil 322 (as indicated by the notation), a second period T2 in which current flows in the opposite direction to the one direction to the coil 322, and a third period T3 in which no current flows to the coil 322 between the first period T1 and the second period T2.

[0024] Figure 4 is a timing chart showing an example of PWM control performed by the drive circuit 20. The timing chart shown in Figure 4 is an example of a common drive control known as 120-degree energization.

[0025] Figure 4(a) shows the drive circuit 20 for the U phase. Ｕ Q1 related to the switching that it has Ｕ Q2 Ｕ ON / OFF timing, drive circuit 20 for V phase Ｕ Q1 related to the switching that it has Ｖ Q2 Ｖ ON / OFF timing and drive circuit 20 for W phase Ｗ Q1 related to the switching that it has Ｗ Q2 Ｗ This indicates the ON / OFF timing.

[0026] Figure 4(b) shows the PWM control of the switching elements Q1 and Q2 shown in Figure 4(a) and the coil L Ｕ , L Ｖ , L Ｗ The voltage applied to the rotor and the first period T1, second period T2, and third period T3 are shown. As shown in Figure 4(b), the first period T1 and the second period T2 are the periods when the rotor 310 rotates 120 degrees, and the third period T3 is the period when the rotor 310 rotates 60 degrees.

[0027] Coil L for each phase Ｕ , L Ｖ , L ＷIn the first period T1, when the rotor 310 rotates 120 degrees, a positive voltage is applied, causing current to flow in one direction. Subsequently, in the third period T3, when the rotor 310 rotates 60 degrees, the voltage is no longer applied, and current from the power supply Vcc stops flowing. Coil L for each phase Ｕ , L Ｖ , L Ｗ Next, during the second period T2 in which the rotor 310 rotates 120 degrees, a negative voltage is applied, causing a current to flow in the opposite direction to the first rotation. Then, during the third period T3 in which the rotor 310 rotates 60 degrees, the voltage is removed, and no current flows from the power supply Vcc. This cycle is repeated.

[0028] Coil L for each phase Ｕ , L Ｖ , L Ｗ In this system, the first period T1 to the third period T3 are shifted by 120 degrees from each other. As a result, current flows in opposite directions in two of the three phase coils (one corresponding to the first period T1 and the other to the second period), and no current flows in the coil for the remaining phase (corresponding to the third period T3). For example, coil L Ｕ → Coil L Ｖ At the timing when current flows in the direction of, coil L Ｕ Coil L in the first period T1 Ｖ This is the second period T2, coil L Ｗ This is the third period, T3. Then, the combination of the two-phase coil through which current flows and the one-phase coil through which no current flows is sequentially switched each time the rotation angle of the rotor 310 reaches 60 degrees.

[0029] The switching control of the switching elements Q1 and Q2 for PWM control as described above is performed based on the rotational position of the rotor 310 detected by a sensor installed at a predetermined position on the stator 320, for example. The sensor that detects the rotational position of the rotor 310 can be, for example, a Hall IC composed of a magnetic element, but is not limited to this, and an optical sensor or the like may be used, or the induced voltage of the coil 322 may be utilized.

[0030] Let's return to Figures 1 and 2 for further explanation. Diode 50 is driven by the coil 322 (L) via the drive circuit 20. Ｕ , L Ｖ , L Ｗ During the third period T3, when control is in place to prevent current from flowing through the coil, a current is made to conduct due to the back electromotive force generated in the coil 322.

[0031] For example, coil L for the U phase Ｕ Q1 is a switching element connected to it. Ｕ Q2 Ｕ When either of them is turned OFF, the switching element Q1 Ｕ Q2 Ｕ When either of these is ON, the normal current path through which current flows from the power supply Vcc is interrupted, and the coil L Ｕ A back electromotive force is generated at both ends of the switching element Q1. Ｕ Q2 Ｕ When either of these is ON, the normal current path is formed, and diode 50 is connected in parallel with it. Ｕ Because it is connected, the back electromotive force causes the coil L Ｕ The charge generated in diode 50 is expressed as current. Ｕ It is released through.

[0032] That is, switching element Q1 Ｕ Q2 Ｕ During the third period T3, when all of the above are turned OFF, coil L Ｕ When the voltage applied to the coil becomes zero and the normal current path is interrupted, the coil L Ｕ The back electromotive force generated in diode 50 Ｕ When it turns on, diode 50 Ｕ A closed loop is formed through this, and current flows due to the back electromotive force. Here, the diode 50 for the U phase Ｕ I have explained the V-phase diode 50 Ｖ and diode 50 for W phase Ｗ The same applies to this matter.

[0033] The LPF 40 is connected to the anode side of the diode 50 and removes high-frequency component noise of the back electromotive force generated in the coil 322. As shown in Figure 2, the LPF 40 is connected to the three-phase coil L Ｕ, L Ｖ , L Ｗ LPF40 for three phases connected to each end Ｕ ,40 Ｖ ,40 Ｗ Includes the above-mentioned three-phase diode 50. Ｕ , 50 Ｖ , 50 Ｗ LPF40 for three-phase Ｕ ,40 Ｖ ,40 Ｗ These are connected to the output sections of each device.

[0034] In other words, in the circuit configuration illustrated in Figure 2, for example, LPF40 for the U phase Ｕ This is the coil L for the U phase. Ｕ and U-phase diode 50 Ｕ Between them, the U-phase switching element Q1 Ｕ Q2 Ｕ The normal current path formed when either of the following is ON is in parallel with the diode 50 Ｕ It is connected in series with the V-phase LPF40. Ｖ and LPF40 for W phase Ｗ The U-phase is connected in the same way.

[0035] The charging circuit 60 charges the battery 10, which supplies power to the drive circuit 20, using the current generated by the back electromotive force conducted by the diode 50. The charging circuit 60 includes, for example, a DC-DC converter, which converts the output voltage of the diode 50 into the voltage required to charge the battery 10, and charges the battery 10 with the stabilized voltage.

[0036] In this embodiment, the engine 30 is driven using the battery 10 as a power source, and regenerative power is obtained from the back electromotive force periodically generated in the coil 322 in each phase as the rotor 310 rotates, thereby charging the battery 10. This suppresses the consumption of the battery 10's stored energy and extends the continuous operating time of the engine 30.

[0037] As shown in Figure 2, in this embodiment, a three-phase diode 50 Ｕ , 50 Ｖ , 50 ＷThe cathode side is connected to the input terminal of the charging circuit 60. As a result, the charging circuit 60 charges the battery 10 using the current that has passed through the connection on the cathode side of the diodes 50 Ｕ , 50 Ｖ , 50 Ｗ . For this reason, the charging circuit 60 can obtain a combined three-phase input voltage and charge the battery 10 more efficiently.

[0038] As described in detail above, in this embodiment, during the period when the drive circuit 20 controls the coil 322 so that no current flows through it, a diode 50 that conducts the current generated by the back electromotive force in the coil 322 and an LPF 40 connected to the anode side of the diode 50 are provided to configure the activation system.

[0039] According to this embodiment configured as described above, in order to regenerate the back electromotive force generated in the coil 322, it is not necessary to precisely control the magnitude, timing, duty, etc. of the voltage applied to the coil 322 of the engine 30 in accordance with the voltage value and generation timing of the back electromotive force. Sufficient regenerative power can be obtained from the back electromotive force by the diode 50 and the LPF 40. As a result, according to this embodiment, it is possible to further improve the energy efficiency by utilizing the back electromotive force generated in the coil 322 of the engine 30.

[0040] Note that each of the above embodiments is merely an example of a specific implementation when implementing the present invention, and the technical scope of the present invention should not be construed in a limited manner by this. That is, the present invention can be implemented in various forms without departing from its gist or its main features.

[0041] For example, the arrangement position of the three-phase LPF 40 Ｕ , 40 Ｖ , 40 Ｗ may be as shown in FIG. 5. In the circuit configuration illustrated in FIG. 5, for example, the LPF 40 Ｕ for the U phase is connected in the normal current path formed when any one of the switching elements Q1 Ｕ , Q2 Ｕ for the U phase is ON. The coil L Ｕand U-phase diode 50 Ｕ Between them, diode 50 Ｕ And in series with LPF40 for the U phase Ｕ The connection is the same as in Figure 2. LPF40 for the V phase Ｖ and LPF40 for W phase Ｗ The same applies to the U-phase as well.

[0042] Furthermore, in the above embodiment, the LPF 40 for three phases Ｕ ,40 Ｖ ,40 Ｗ and a three-phase diode 50 Ｕ , 50 Ｖ , 50 Ｗ The configuration shown includes, but is not limited to, a three-phase LPF 40 Ｕ ,40 Ｖ ,40 Ｗ and one diode 50, and LPF 40 for three phase Ｕ ,40 Ｖ ,40 Ｗ The output section may be connected, and the diode 50 may be connected to that connection. Alternatively, as shown in Figure 7, one LPF 40 and one diode 50 may be provided, and a three-phase coil L Ｕ , L Ｖ , L Ｗ The ends of the wires may be connected, and the LPF 40 may be connected to these connections, while the diode 50 may be connected to the output of the LPF 40.

[0043] Furthermore, although the above embodiment shows an example of connecting the LPF 40 to the anode side of the diode 50, the LPF 40 may also be connected to the cathode side of the diode 50 as shown in Figure 8. As one specific example, as shown in Figure 9, a three-phase coil L Ｕ , L Ｖ , L Ｗ A three-phase diode 50 is attached to the end. Ｕ , 50 Ｖ , 50 Ｗ Each of these is connected, and a three-phase diode 50 Ｕ , 50 Ｖ , 50 Ｗ A three-phase LPF40 is connected to the cathode side. Ｕ,40 Ｖ ,40 Ｗ Alternatively, you could connect them separately.

[0044] Also, as shown in Figure 10, a three-phase diode 50 Ｕ , 50 Ｖ , 50 Ｗ and one LPF 40, and a diode 50 for three phases Ｕ , 50 Ｖ , 50 Ｗ Alternatively, the cathode may be connected and the LPF 40 connected to that connection. Alternatively, as shown in Figure 11, a three-phase coil L may be provided, comprising one diode 50 and one LPF 40. Ｕ , L Ｖ , L Ｗ Alternatively, the ends of the wires may be connected, the diode 50 may be connected to that connection, and the LPF 40 may be connected to the cathode of the diode 50.

[0045] Furthermore, although the above embodiment shows a configuration example that includes an LPF 40 and a diode 50, the LPF 40 may be omitted and only the diode 50 may be provided, as shown in Figure 12. In this case, the diode 50 is a three-phase diode 50, as in Figure 2. Ｕ , 50 Ｖ , 50 Ｗ Includes each diode 50 Ｕ , 50 Ｖ , 50 Ｗ It is preferable to connect the cathode side. Furthermore, the configuration with LPF 40 is preferable to the configuration without LPF 40 because it can further improve energy efficiency.

[0046] Furthermore, although the above embodiment shows a configuration in which a charging circuit 60 is provided to charge the battery 10 using a current generated by back electromotive force, a configuration in which a load 70 is provided instead of the charging circuit 60 may also be used, as shown in Figures 13(a) to (c). The load 70 is any electronic device that consumes power. Note that in the configuration in which the LPF 40 is omitted, as shown in Figure 13(c), the diode 50 is a three-phase diode 50, as described above, similar to Figure 2. Ｕ , 50 Ｖ , 50 ＷIncludes each diode 50 Ｕ , 50 Ｖ , 50 Ｗ It is preferable to connect the cathode side.

[0047] Furthermore, although a three-phase motor was exemplified as the configuration of the engine 30 in the above embodiment, the present invention is not limited thereto. For example, a single-phase motor may be used as the engine 30.

[0048] 1 Activation system 10 Battery 20 Drive circuit 20 Ｕ U-phase drive circuit 21 Ｕ U-phase PWM control circuit 30 Engine (three-phase motor) 40 LPF 50 Diode 60 Charging circuit 70 Load 310 Rotor 311 Permanent magnet 320 Stator 322 Coil Q1, Q2 Switching element for U-phase L Ｕ , L Ｖ , L Ｗ Three-phase coil

Claims

1. An engine comprising: a cylindrical rotor having a plurality of permanent magnets arranged in a ring with their magnetic poles facing alternately opposite directions; a cylindrical stator having a plurality of coils arranged in a ring and concentrically with the rotor, wherein the engine rotates the rotor by the interaction between the rotating magnetic field generated by current flowing through the plurality of coils and the permanent magnets; a drive circuit that controls the switching of current flowing to the coils in accordance with the rotation of the rotor; a diode that allows current to conduct due to the back electromotive force generated in the coils during periods when the drive circuit controls the current not to flow through the coils; and a low-pass filter connected to the anode or cathode side of the diode.

2. The activation system according to claim 1, characterized in that the drive circuit PWM controls a first period during which current flows through the coil in one direction, a second period during which current flows through the coil in the opposite direction to the first direction, and a third period between the first and second periods during which no current flows through the coil, and the diode conducts current due to the back electromotive force generated in the coil during the third period.

3. The engine system according to claim 1, characterized in that the engine is a three-phase motor, the low-pass filter includes a three-phase low-pass filter connected to each end of the three-phase coil, and the diodes include three-phase diodes connected to the output sections of the three-phase low-pass filter.

4. The engine system according to claim 1, characterized in that the engine is a three-phase motor, the diodes include three-phase diodes connected to the ends of the three-phase coils, and the low-pass filters include three-phase low-pass filters connected to the cathode side of the three-phase diodes.

5. The activation system according to any one of claims 1 to 4, further comprising a charging circuit that charges a battery serving as a power source for the drive circuit using the current generated by the back electromotive force conducted by the diode.

6. The activation system according to claim 3, further comprising a charging circuit that connects the cathode side of the above-mentioned three-phase diode and uses the current that passes through the above-mentioned connection to charge the battery which serves as the power source for the drive circuit.

7. An activation system comprising: a cylindrical rotor having a plurality of permanent magnets arranged in a ring with alternatingly different magnetic pole directions; a cylindrical stator arranged concentrically with the rotor and having a ring of three-phase coils, wherein the rotor is rotated by the interaction between the rotating magnetic field generated by current flowing through the plurality of coils and the permanent magnets; a drive circuit that controls the switching of current flowing to the coils in accordance with the rotation of the rotor; and three-phase diodes that allow current to conduct due to the back electromotive force generated in the three-phase coils during periods when the drive circuit controls the coils so that no current flows through them, wherein the cathode side of the three-phase diodes is connected.

8. A regenerative system characterized by comprising a diode that conducts current due to the back electromotive force generated in a coil of an engine, and a low-pass filter connected to the anode or cathode side of the diode.

9. The regenerative system according to claim 8, characterized in that the low-pass filter includes a three-phase low-pass filter connected to each end of the three-phase coils of the engine, and the diodes include three-phase diodes connected to the output sections of the three-phase low-pass filters.

10. The regenerative system according to claim 8, characterized in that the diodes are three-phase diodes connected to the ends of the three-phase coils provided in the engine, and the low-pass filters are three-phase low-pass filters connected to the cathode side of the three-phase coils.

11. The regenerative system according to any one of claims 8 to 10, further comprising a charging circuit that charges a battery serving as a power source for the engine using the current generated by the back electromotive force conducted by the diode.

12. The regenerative system according to claim 9, further comprising a charging circuit that connects the cathode side of the three-phase diode and uses the current that has passed through the connection to charge the battery used as the power source for the engine.

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