JP2019213396A - Rotary electric machine for vehicle - Google Patents

Abstract

To reduce magnetic noise in a rotary electric machine for a vehicle.SOLUTION: A rotary electric machine 1 for a vehicle includes stator windings 2 and 3, a field winding 4 and a control device 7. The stator windings 2 and 3 have a plurality of phase windings. The field winding 4 is a winding that is magnetized by a field current and is movable with respect to the stator windings 2 and 3. The control device 7 is configured to control at least one of a phase current representing a current flowing through one or more phase windings and the field current so that the phase current and a magnetic flux generated by the field current do not exceed a preset upper limit value.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to a vehicular rotating electrical machine mounted on a vehicle.

  Patent Document 1 below discloses a technique for improving motor efficiency by controlling d-axis current and q-axis current for a motor having a plurality of phase windings.

International Publication No. 2016/207936

However, as a result of detailed studies by the inventor, a problem has been found that in a vehicular rotating electrical machine, magnetic current increases when current is controlled with priority on efficiency.
One aspect of the present disclosure is to suppress magnetic noise in a vehicular rotating electrical machine.

One aspect of the present disclosure is a rotating electrical machine for a vehicle, and includes an armature winding (2, 3), a field winding (4), and a control unit (7). The armature winding has a plurality of phase windings.
The field winding is a winding magnetized by a field current and movable with respect to the armature winding. The control unit includes at least one of the phase current and the field current so that the phase current representing the current flowing through the one or more phase windings and the magnetic flux generated by the field current does not exceed a preset upper limit value. It is configured to control one.

  Here, when the torque input to and output from the vehicular rotating electrical machine increases, the attractive force and the repulsive force between the armature winding and the field winding increase, and the magnetic noise increases. For this reason, in this indication, magnetic sound is controlled by controlling magnetic flux. According to such a configuration, magnetic sound can be suppressed.

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

It is a block diagram which shows the structure of the rotary electric machine for vehicles. It is a block diagram which shows the structure of a power converter. It is a graph which shows a maximum efficiency curve. It is a graph which shows an example of the current vector at the time of suppressing d-axis current. It is a graph which shows the example of magnetic sound reduction of 1st Embodiment. It is a graph which shows the example of magnetic sound reduction of 2nd Embodiment. It is a graph which shows the example of magnetic sound reduction of 3rd Embodiment. It is a graph which shows the example of magnetic sound reduction of 4th Embodiment. It is a graph which shows an example of the control mode at the time of electric power generation.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
[1. First Embodiment]
[1-1. Constitution]
The vehicular rotating electrical machine 1 shown in FIG. 1 includes two sets of stator windings 2 and 3, a field winding 4, two sets of power converter groups 5 and 6, a control device 7, and a current sensor 13X. , 13Y, 13Z, 13U, 13V, 13W. The vehicular rotating electrical machine 1 is connected to an ECU 8, a battery 9, and one or a plurality of loads 10. The current sensors 13X, 13Y, 13Z, 13U, 13V, and 13W are well-known current sensors that detect the phase current, and send the detection result of the phase current to the ECU 8.

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

  The field winding 4 is wound around a field pole (not shown) arranged opposite to the inner peripheral side of the stator core, and a field current is caused to flow through the field winding 4 constituting the rotor. The magnetic pole is magnetized. When the vehicular rotating electrical machine 1 functions as a generator, the rotor rotates with the field pole magnetized, and the field winding 4 and the stator windings 2 and 3 are relatively moved. The stator windings 2 and 3 generate an AC voltage by the generated rotating magnetic field.

  In addition, when the vehicular rotating electrical machine 1 functions as a motor, an AC voltage is applied to the stator windings 2 and 3 with the field poles magnetized, whereby the field windings 4 and the stator windings are applied. A rotational driving force for rotating the rotor between 2 and 3 is generated.

  The power converter groups 5 and 6 function as an inverter for driving the vehicular rotating electrical machine 1 and a rectifier module for power generation by the vehicular rotating electrical machine 1. One power converter group 5 is connected to one stator winding 2 and constitutes a three-phase full-wave rectifier circuit, a so-called bridge circuit as a whole, and generates an alternating current induced in the stator winding 2. Convert to direct current. The power converter group 5 includes a number of power converters 5X, 5Y, and 5Z corresponding to the number of phases of the stator winding 2. In this embodiment, since it is a three-phase winding, three power converters are provided.

  The power converter 5 </ b> X is connected to the X-phase winding included in the stator winding 2. The power converter 5 </ b> Y is connected to the Y-phase winding included in the stator winding 2. The power converter 5Z is connected to the Z-phase winding included in the stator winding 2. Further, current sensors 13X, 13Y, and 13Z are provided on the stator winding 2 side of the power converters 5X, 5Y, and 5Z.

  The other power converter group 6 is connected to one stator winding 3 to form a three-phase full-wave rectifier circuit as a whole, and converts alternating current induced in the stator winding 3 into direct current. To do. The power converter group 6 includes power converters 6U, 6V, and 6W corresponding to the number of phases of the stator winding 3.

  The power converter 6U is connected to the U-phase winding included in the stator winding 3. The power converter 6 </ b> V is connected to a V-phase winding included in the stator winding 3. Power converter 6 </ b> W is connected to a W-phase winding included in stator winding 3. Further, current sensors 13U, 13V, and 13W are provided on the stator winding 3 side of the power converters 6U, 6V, and 6W.

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

  The ECU 8 transmits the communication message including information on the torque target value and the rotation angle. The torque target value is a value indicating a target value for power generation or driving. For example, when the torque target value is positive, it means that the vehicular rotating electrical machine 1 functions as a motor, and when the torque target value is negative, it means that the vehicular rotating electrical machine 1 functions as a generator. When the torque target value is negative, the torque target value can also be referred to as a power generation amount command that is a command value of the target power generation amount, and is set as a target based on the torque target value and the information on the rotation angle. A generated current representing the magnitude of the current during power generation can be obtained. The ECU 8 transmits the communication message including the phase current obtained by the current sensor 13.

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

  The control device 7 adjusts the field current with a function of controlling the field current flowing through the field winding 4 connected via the F terminal, whereby the output voltage VB of the vehicular rotating electrical machine 1 is adjusted to the adjustment voltage Vreg. Control to approach. The output voltage VB of the vehicular rotating electrical machine 1 can also be referred to as the output voltage of each power converter.

  For example, the control device 7 stops supplying the field current to the field winding 4 when the output voltage VB becomes higher than the adjustment voltage Vreg, and when the output voltage VB becomes lower than the adjustment voltage Vreg. In addition, by supplying a field current to the field winding 4, the output voltage VB is controlled to approach the adjustment voltage Vreg.

The control device 7 instructs the rectifier modules 5 and 6 on / off timing of the switching elements included in the rectifier modules 5 and 6 according to the torque target value and the phase current.
Next, details of the power converter 5X and the like will be described. FIG. 2 is a diagram illustrating a configuration of the power converter 5X. The other power converters 5Y, 5Z, 6U, 6V, and 6W have the same configuration.

  As shown in FIG. 2, the power converter 5 </ b> X includes two MOS transistors 50 and 51 and a control circuit 54. The MOS transistor 50 has a source connected to the X-phase winding of the stator winding 2 and a drain connected to the electric load 10 and the positive terminal of the battery 9 via the charging line 12, that is, on the high side. It is a switching element.

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

  A diode is connected in parallel between the source and drain of each of the MOS transistors 50 and 51. This diode is realized by a parasitic diode of the MOS transistors 50 and 51, in other words, a body diode, but a diode as a separate part may be further connected in parallel.

Note that at least one of the upper arm and the lower arm may be configured using a switching element other than a MOS transistor.
The control circuit 54 drives the MOS transistors 50 and 51 in accordance with the on / off timing of the switching element instructed from the control device 7.

  That is, when the vehicular rotating electrical machine 1 functions as a power generator, the control device 7 optimizes the power supplied to the battery 9 by switching the MOS transistors 50 and 51 via the control circuit 54. To do.

  In addition, when the vehicular rotating electrical machine 1 functions as a motor, the control device 7 switches the MOS transistors 50 and 51 via the control circuit 54, so that the stator winding 2 is driven from the DC voltage of the battery 9. , 3 to generate a three-phase AC voltage to drive the vehicular rotating electrical machine 1.

  In the following, the phase currents flowing through the stator windings 2 and 3 that are three-phase windings are represented by two axes, d-axis current and q-axis current. The d-axis current is a component of the magnetic flux axis, and the q-axis current is a component of the torque axis. Since the conversion formula for expressing the phase current in two axes is well known, the description here is omitted. However, the electrical angle required when the phase current is expressed in two axes is estimated using information on the rotation angle obtained from the rotation angle sensor 11 or the phase current obtained from the current sensor 13.

  In the following, a method for setting the d-axis current and the q-axis current will be described. The relationship between the set d-axis current and q-axis current and the phase current flowing through the stator windings 2 and 3 is determined in advance. It is uniquely specified by a predetermined relational expression or a map. The control device 7 switches the MOS transistors 50 and 51 based on the phase current detected by the current sensor 13 so that the phase current specified from the d-axis current and the q-axis current is applied to the stator windings 2 and 3. Control to flow. At this time, the MOS transistors 50 and 51 are switched using a PWM waveform having the clock used by the ECU 8 as a reference period.

  The control device 7 suppresses the magnetic flux Φ as necessary when the MOS transistors 50 and 51 are switched. When the torque output from the vehicular rotating electrical machine 1 or the torque input to the vehicular rotating electrical machine 1 is expressed as torque T, the relationship between the torque T and the magnetic flux Φ can be expressed by the following equation (1).

すなわち、トルクＴは、磁束φと固定子巻線２，３に流される総電流Ｉとの積で表記できる。また、磁束φは、下記式（２）にて表記できる。

That is, the torque T can be expressed by the product of the magnetic flux φ and the total current I flowing through the stator windings 2 and 3. The magnetic flux φ can be expressed by the following formula (2).

ただし、ｆ（Ｉｆ）は、界磁電流Ｉｆに依存する界磁巻線４によって生じる磁束を表す。また、Ｌｄは、固定子巻線２，３のインダクタンスのうちのｄ軸成分であり、ｉｄは、固定子巻線２，３のｄ軸電流である。

Here, f (If) represents a magnetic flux generated by the field winding 4 depending on the field current If. Ld is a d-axis component of the inductance of the stator windings 2 and 3, and id is a d-axis current of the stator windings 2 and 3.

  The control device 7 controls the field current flowing through the field winding 4 and the stator winding so that the power generation efficiency by the vehicular rotating electrical machine 1 is maximized or the drive efficiency is maximized according to the required torque T. A combination with the phase current flowing through the lines 2 and 3 is selected, and in principle, an arbitrary point on the maximum efficiency curve Pmax is selected as shown in FIG. The maximum efficiency curve Pmax is prepared in advance. However, when the magnetic flux φ exceeds a preset upper limit value φmax, the combination is changed to a combination of a field current and a phase current that can suppress magnetic noise.

  For example, as shown in FIG. 3, when the maximum efficiency point Amax is selected, but the magnetic flux φ at this point exceeds the preset upper limit value φmax of the magnetic flux, for example, the d-axis current is suppressed and A1 etc. Select the point to suppress the magnetic sound. Alternatively, the field current is suppressed, a point such as A2 is selected, and the magnetic sound is suppressed.

In the first embodiment, an example will be described in which the control device 7 controls the field current to have maximum efficiency and controls the d-axis current so that the magnetic flux does not exceed the upper limit value.
When it is necessary to suppress the magnetic sound, the control device 7 performs control so that the d-axis current becomes a negative value, for example, as shown in FIG. Control is performed so that the term becomes a negative value and the magnetic flux becomes smaller than the magnitude of the magnetic flux due to the field current.

  Specifically, as shown in the upper diagram of FIG. 5, the field current is controlled in accordance with the maximum efficiency condition in which the relationship between the field current and the maximum efficiency with respect to the torque is set in advance. As shown in the middle diagram of FIG. 5, for the d-axis current, the d-axis current is reduced for the entire torque range than the preset maximum efficiency condition in which the relationship between the d-axis current and the maximum efficiency for the torque is set Control according to the reduced magnetic sound conditions. In the magnetic noise reduction condition, the magnetic flux φ is set so as not to exceed the magnetic sound establishment d-axis current line that is the upper limit value.

  As shown in the lower diagram of FIG. 5, with respect to the q-axis current, the torque T decreases by suppressing the d-axis current. Is controlled according to the magnetic noise reduction condition in which the current is increased from the preset maximum efficiency condition.

[1-2. effect]
According to the first embodiment described in detail above, the following effects are obtained.
(1a) The vehicular rotating electrical machine 1 includes stator windings 2 and 3, a field winding 4, a control device 7, and a current sensor 13. Stator windings 2 and 3 have a plurality of phase windings.

  The field winding 4 is a winding that is magnetized by a field current and is movable with respect to the stator windings 2 and 3. The current sensor 13 detects a phase current representing a current flowing through one or a plurality of phase windings. The control device 7 controls at least one of the phase current and the field current based on the phase current detected by the current sensor 13 so that the magnetic flux generated by the phase current and the field current does not exceed a preset upper limit value. Configured to control.

  Here, when the torque input to and output from the vehicular rotating electrical machine 1 increases, the attractive force and the repulsive force between the stator windings 2 and 3 and the field winding 4 increase, and the magnetic noise increases. Become. For this reason, in this indication, magnetic sound is controlled by controlling magnetic flux. According to such a configuration, magnetic sound can be suppressed.

(1b) The control device 7 may control at least the field current so that the d-axis current constituting the phase current has a negative value.
According to such a configuration, since the magnetic flux can be suppressed by setting the d-axis current to a negative value, magnetic sound can be suppressed.

(1c) The control device 7 may perform control so that the d-axis current, the q-axis current, and the field current constituting the phase current become target values.
According to such a configuration, magnetic noise can be suppressed by controlling the combination of the d-axis current, the q-axis current, and the field current.

(1d) The control device 7 may control the field current so as to have the maximum efficiency, and may control the d-axis current so that the magnetic flux does not exceed the upper limit value.
According to such a configuration, noise can be suppressed by controlling the d-axis current.

[2. Second Embodiment]
[2-1. Difference from the first embodiment]
Since the basic configuration of the second embodiment is the same as that of the first embodiment, differences will be described below. Note that the same reference numerals as those in the first embodiment indicate the same configuration, and the preceding description is referred to.

  In the first embodiment described above, the field current is controlled to have the maximum efficiency, and the d-axis current is controlled so that the magnetic flux does not exceed the upper limit value. On the other hand, in the second embodiment, the control device 7 controls the d-axis current so as to have the maximum efficiency, and controls the field current so that the magnetic flux does not exceed the upper limit value. Is different.

[2-2. Constitution]
The control device 7 of this embodiment controls the field current and the phase current as shown in FIG. That is, as shown in the upper diagram of FIG. 6, the field current is controlled so as to be a magnetic sound reduction condition in which the field current is reduced more than the maximum efficiency condition. Under the magnetic noise reduction condition, the magnetic flux φ is set so as not to exceed the magnetic sound establishment field current line that is the upper limit value. As shown in the middle diagram of FIG. 6, the d-axis current is controlled so as to satisfy the maximum efficiency condition.

  As shown in the lower diagram of FIG. 6, for the q-axis current, the torque T is reduced by suppressing the field current. Therefore, in order to compensate for the torque T, the current in the entire torque range is larger than the maximum efficiency condition. And control according to the magnetic sound reduction condition.

[2-3. effect]
According to 2nd Embodiment explained in full detail above, there exists the effect (1a) of 1st Embodiment mentioned above, and also there exist the following effects.

(2a) The control device 7 controls the d-axis current so as to have the maximum efficiency, and controls the field current so that the magnetic flux does not exceed the upper limit value.
According to such a configuration, noise can be suppressed by controlling the field current.

[3. Third Embodiment]
[3-1. Difference from the first embodiment]
In the first embodiment described above, control is performed so that the field current has the maximum efficiency, and the d-axis current is reduced for all regions with respect to the torque so that the magnetic flux does not exceed the upper limit value. On the other hand, in the third embodiment, the control device 7 is different from the first embodiment in that the magnetic flux does not exceed the upper limit value by reducing the d-axis current only in the region where the torque is large. .

[3-2. Constitution]
As shown in the upper diagram of FIG. 7, the control device 7 of the present embodiment controls the field current so as to satisfy the maximum efficiency condition. As shown in the middle diagram of FIG. 7, the d-axis current is set so as to satisfy the maximum efficiency condition in a region where the torque is relatively small. As the value approaches, the control is performed in accordance with the magnetic sound reduction condition set substantially along the d-axis current line. In the magnetic noise reduction condition, the magnetic flux φ is set so as not to exceed the magnetic sound establishment d-axis current line that is the upper limit value.

  As shown in the lower diagram of FIG. 7, the q-axis current is set so that the q-axis current also becomes the maximum efficiency condition when the d-axis current is set according to the maximum efficiency condition. Further, in the region where the d-axis current is suppressed from the maximum efficiency, the torque T is reduced by suppressing the d-axis current. Therefore, in order to supplement the torque T, the q-axis current is set to be lower than the maximum efficiency condition. The current is increased and controlled according to the magnetic sound reduction condition.

[3-3. effect]
According to 3rd Embodiment explained in full detail above, there exists the effect (1a) of 1st Embodiment mentioned above, and also there exist the following effects.

(3a) According to such a configuration, the q-axis current and the d-axis current can be set so as to have the maximum efficiency as much as possible.
[4. Fourth Embodiment]
[4-1. Difference from Second Embodiment]
In the second embodiment described above, the d-axis current is controlled so as to have the maximum efficiency, and the field current is reduced over the entire range with respect to the torque so that the magnetic flux does not exceed the upper limit value. On the other hand, the fourth embodiment differs from the second embodiment in that the control device 7 controls the magnetic flux so as not to exceed the upper limit value by reducing the field current only in the region where the torque is large. .

[4-2. Constitution]
The control device 7 of this embodiment controls the field current and the phase current as shown in FIG. That is, as shown in the upper diagram of FIG. 8, the field current is set so that the maximum efficiency is set in a region where the torque is relatively small, the torque is increased, and the field current becomes the magnetic sound formation field current. When approaching the line, the control is performed in accordance with the magnetic sound reduction condition set substantially along the magnetic sound formation field current line. Under the magnetic noise reduction condition, the magnetic flux φ is set so as not to exceed the magnetic sound establishment field current line that is the upper limit value. As shown in the middle diagram of FIG. 8, the d-axis current is controlled so as to achieve the maximum efficiency.

  As shown in the lower diagram of FIG. 8, the q-axis current is set so that the q-axis current also has the maximum efficiency when the field current is set to the maximum efficiency. Further, in the region where the field current is suppressed from the maximum efficiency, the torque T is reduced by suppressing the field current. Therefore, in order to compensate for the torque T, the q-axis current is set to be larger than the maximum efficiency. And control according to the magnetic sound reduction condition.

[4-3. effect]
According to 2nd Embodiment explained in full detail above, there exists the effect (1a) of 1st Embodiment mentioned above, and also there exist the following effects.

(2a) According to such a configuration, the q-axis current and the field current can be set so as to have maximum efficiency as much as possible.
[5. Fifth Embodiment]
[5-1. Differences from the above embodiments]
In the above-described embodiments, the control mode during power generation is not mentioned. On the other hand, the fifth embodiment is different from the above embodiments in that a plurality of control modes are switched according to the number of rotations, and magnetic sound is reduced at this time.

[5-2. Constitution]
In the fifth embodiment, when the control device 7 supplies a field current to the field winding 4, the control mode is switched between PWM (Pulse Width Modulation) control and voltage phase control. FIG. 9 illustrates the control during power generation. FIG. 9 shows that the control mode is switched according to the relationship between the rotational speed of the vehicular rotating electrical machine 1 and the generated current. However, the rotation speed of the vehicular rotating electrical machine 1 can be obtained by acquiring the rotation angle information a plurality of times.

  The PWM control is a control mode that is implemented mainly when the rotational speed of the vehicular rotating electrical machine 1 is low. By controlling the switching elements of the power converters 5 and 6 with the PWM waveform, the stator winding 2 3 shows a control method for controlling the current from 3. The pulse width of the PWM waveform used in the PWM control is changed according to the torque target value and the rotation speed, and the pulse cycle of the PWM waveform is set based on the cycle of the clock used in the ECU 8.

  The voltage phase control is a control mode performed mainly when the rotational speed of the vehicular rotating electrical machine 1 is high. During power generation, an induced voltage applied to the stator windings 2 and 3 is converted into power converters 5 and 6. A control method for controlling the switching element to be turned on and off when the voltage of the diode included in the above is exceeded is shown.

  The on / off timing at this time depends on the rotation angle period of the vehicular rotating electrical machine 1, that is, information on the rotation angle. The voltage phase control includes, for example, control for setting the switching timing for each electrical angle, such as rectangular wave control.

In the PWM control and voltage phase control, the duty ratio is set so that the field current to the field winding 4 becomes equal to or greater than a preset value when the field current is smoothed. Is done. However, it may be controlled within a different range for each control mode.
In this embodiment, it is preferable to control the d-axis current so that the magnetic flux does not exceed the upper limit value when the PWM control is performed.

[5-3. effect]
According to 5th Embodiment explained in full detail above, there exists the effect (1a) of 1st Embodiment mentioned above, and also there exist the following effects.

  (5a) The control device 7 can switch between PWM control and voltage phase control, and controls the field current value to be within a preset range during the PWM control, thereby converting the d-axis current to the magnetic flux. May be controlled so as not to exceed the upper limit.

  According to such a configuration, during PWM control, it is possible to reduce torque fluctuations by the vehicular rotating electrical machine 1 while suppressing magnetic noise.

  (5b) In the configuration of the fifth embodiment, a plurality of modes are switched during power generation. However, the PWM control and the voltage phase control may be similarly switched during driving. In this case, when switching between PWM control and voltage phase control, the d-axis current may be controlled so that the magnetic flux does not exceed the upper limit value.

[6. Other Embodiments]
As mentioned above, although embodiment of this indication was described, this indication is not limited to the above-mentioned embodiment, and can carry out various modifications.

  (6a) In the above embodiment, the magnetic flux is suppressed by controlling one of the field current and the d-axis current. However, the magnetic flux is controlled by controlling both the field current and the d-axis current. May be suppressed.

  (6b) A plurality of functions of one constituent element in the above embodiment may be realized by a plurality of constituent elements, or a single function of one constituent element may be realized by a plurality of constituent elements. . Further, a plurality of functions possessed by a plurality of constituent elements may be realized by one constituent element, or one function realized by a plurality of constituent elements may be realized by one constituent element. Moreover, you may abbreviate | omit a part of structure of the said embodiment. Further, at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of the other embodiment. In addition, all the aspects included in the technical idea specified from the wording described in the claims are embodiments of the present disclosure.

  (6c) In addition to the vehicular rotating electrical machine 1 described above, a system including the vehicular rotating electrical machine 1 as a constituent element, a program for causing a computer to function as the vehicular rotating electrical machine 1, a semiconductor memory storing the program, etc. The present disclosure can also be realized in various forms such as a non-transitional actual recording medium and a control method for the vehicular rotating electrical machine 1.

[7. Correspondence between Configuration of Embodiment and Configuration of Present Disclosure]
The stator windings 2 and 3 in the above embodiment correspond to armature windings in the present disclosure, and the control device 7 in the above embodiment corresponds to a control unit in the present disclosure. In addition, the current sensors 13X, 13Y, 13Z, 13U, 13V, and 13W in the above embodiment correspond to a current detection unit in the present disclosure.

  DESCRIPTION OF SYMBOLS 1 ... Rotating electrical machine for vehicles, 2, 3 ... Stator winding, 4 ... Field winding, 5, 6 ... Power converter group, 7 ... Control device, 8 ... ECU, 9 ... Battery, 10 ... Load, 11 ... rotation angle sensor, 12 ... charging line, 13X, 13Y, 13Z, 13U, 13V, 13W ... current sensor, 50, 51 ... MOS transistor, 54 ... control circuit.

Claims (6)

An armature winding (2, 3) having a plurality of phase windings;
A field winding (4) that is magnetized by a field current and is movable relative to the armature winding;
A current detector (13X, 13Y, 13Z, 13U, 13V, 13W) for detecting a phase current representing a current flowing through the one or more phase windings;
At least one of the phase current and the field current based on the phase current detected by the current detector so that the magnetic flux generated by the phase current and the field current does not exceed a preset upper limit value. A control unit (7) configured to control
A rotating electrical machine for a vehicle comprising: The rotating electrical machine for a vehicle according to claim 1,
The vehicular rotating electrical machine configured to control at least the phase current so that the d-axis current constituting the phase current has a negative value. The rotating electrical machine for a vehicle according to claim 1 or 2,
The vehicular rotating electrical machine configured to control the d-axis current and the q-axis current constituting the phase current and the field current to each of a target value. The rotating electrical machine for a vehicle according to any one of claims 1 to 3,
The vehicular rotating electrical machine configured to control the phase current so that the phase current becomes maximum efficiency and to control the field current so that the magnetic flux does not exceed the upper limit value. The rotating electrical machine for a vehicle according to any one of claims 1 to 3,
The vehicular rotating electrical machine configured to control the field current so that the field current becomes maximum efficiency and to control the d-axis current so that the magnetic flux does not exceed the upper limit value. The rotating electrical machine for a vehicle according to any one of claims 1 to 5,
The control unit is capable of switching between PWM control and voltage phase control, and controls the field current value to be within a preset range during the PWM control, and the d-axis current is A vehicular rotating electrical machine configured to control a magnetic flux so as not to exceed the upper limit.

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