JP5558697B2 - Motor controller for hybrid vehicle - Google Patents

Description

  The present invention relates to a motor controller for a hybrid vehicle that includes an engine and a motor and controls the motor, and belongs to the technical field of vehicle drive system control.

  The hybrid vehicle is equipped with an engine and a motor, and the output of the motor is controlled by adjusting the voltage input to the motor, that is, the voltage applied to the winding of the motor.

  Instead of this, or in addition to this, when the voltage input to the motor controls the output of the motor at a constant pressure, the motor capable of this control is described in Patent Document 1 for each phase. It has a structure having first and second windings connected in series. Then, both windings are energized during low-speed rotation, and only the first winding is energized during high-speed rotation.

  This will be specifically described with reference to FIG. FIG. 14 shows output characteristics of a motor having a large number of windings and a motor having a small number of windings. A motor having a large number of windings has a large torque during low-speed rotation, but the torque greatly decreases as the number of rotations increases. On the other hand, a motor with a small number of turns has a small torque during low-speed rotation, but a small amount of torque decrease with an increase in the number of rotations. Therefore, at a certain rotation speed (Nth) or more, the torque of the motor having a smaller number of turns becomes larger. This is because as the number of turns increases, the impedance increases as the number of rotations increases.

  That is, by energizing both windings during low-speed rotation and by energizing only the first winding during high-speed rotation, in other words, by increasing the number of turns during low-speed rotation and by reducing the number of turns during high-speed rotation. In addition, high torque can be generated during low-speed rotation, and the amount of torque decrease associated with the increase in the number of rotations during high-speed rotation is kept small. Furthermore, in the region of low rotation and low torque, operation is possible with more or less turns, but when the same torque is generated, the current value is smaller when the number of turns is large, resulting in copper loss. Because the efficiency is reduced and the efficiency is low, the low rotation and low torque regions are operated with a large number of turns.

JP-A-6-292329

  However, as in the motor described in Patent Document 1, even if the number of windings is reduced during high-speed rotation to suppress an increase in impedance, and the current value is reduced during low-speed rotation to suppress copper loss. That is, even if the loss of electric energy is suppressed, when the motor is operated, the electric energy is converted into heat energy and lost.

This is derived from frictional heat generated between the rotating element of the motor and the element in contact with the rotating element, heat generated when a current flows through the winding (so-called Joule heat), and the like.

  Of course, there is no way to completely suppress the generation of heat from the motor. Therefore, in order to effectively use the electric energy supplied to the motor, it is necessary to consider using the motor as a drive source and also as a heat source.

  Therefore, the present invention includes an engine and a motor, and in the hybrid vehicle having a structure in which the motor has a plurality of windings connected in series to each phase, the motor is used as a drive source and a heat source. It is an object of the present invention to provide a motor controller for a hybrid vehicle that can effectively use electric energy supplied to the motor.

In order to solve the above-mentioned problem, an invention according to claim 1 of the present application is directed to an engine, a motor including first and second windings connected in series to each phase, and a first motor of the motor during high-speed rotation. A motor control device for a hybrid vehicle having motor control means for energizing only one winding and energizing both windings during low-speed rotation,
A cold state detection means for detecting a cold state of the engine,
When the motor control means detects the cold state during low-speed rotation and the motor torque required for operation does not exceed a predetermined torque value, the motor control means Energizing only the first winding so as to warm up a cold engine, and energizing both windings when the torque of the motor required for operation exceeds the predetermined torque value To do.

On the other hand, the invention according to claim 2 is directed to an engine, a motor including first, second, and third windings connected in series to each phase, and only the first winding of the motor during high-speed rotation. A motor control device for a hybrid vehicle having a motor control means for energizing, energizing the first and second windings during medium speed rotation and energizing all windings during low speed rotation,
A cold state detection means for detecting a cold state of the engine,
In the case where the motor control means does not exceed the first torque value when the cold state detection means detects the cold state during the low speed rotation or the medium speed rotation, When only the first winding is energized so as to warm up the cold engine due to the heat generated by the motor , and the motor torque required for operation exceeds the first torque value, the first and The second winding is energized .

According to a third aspect of the present invention, in the motor control device for a hybrid vehicle according to the second aspect ,
Even if the cold state detection means detects the cold state of the engine, the motor control means is operable when the torque required for operation exceeds a second torque value greater than the first torque value. The winding is energized.

According to a fourth aspect of the present invention, in the motor control device for a hybrid vehicle according to the second or third aspect ,
The cold state detection means is configured to detect the temperature of the engine and detect a case where the detected temperature is lower than the first temperature as a cold state,
When the engine temperature detected by the cold state detection means is lower than the second temperature, which is lower than the first temperature, the motor control means energizes only the first winding, and the second When the temperature is between the first temperature and the first temperature, the first and second windings are energized even during low-speed rotation.

Furthermore, the invention according to claim 5 is the motor control device for a hybrid vehicle according to any one of claims 1 to 4 ,
A cooling water passage through which cooling water for cooling the motor flows;
The engine is disposed in the vicinity of a portion of the cooling water channel on the downstream side with respect to the motor,
The engine is warmed up by high-temperature cooling water after cooling the motor.

Furthermore, the invention according to claim 6 is the motor control device for a hybrid vehicle according to any one of claims 1 to 4 ,
A cooling water passage through which cooling water for cooling the motor and the engine flows;
The engine is arranged on the downstream side of the cooling water channel with respect to the motor.

  With the configuration described above, according to the first aspect of the present invention, when the engine is in a cold state, only the first winding is energized and both the first and second windings are energized. Compared to the case where the motor generates a lot of heat. The generated engine warms up the cold engine. Accordingly, the motor functions as a heat source while functioning as a drive source, and the supplied electric energy can be used effectively.

In addition, according to the present invention , when the cold state of the engine is detected, if only the first winding is energized and there is a concern about the influence on traveling, for example, only the first winding is used to warm up the engine. If the torque required for operation exceeds a predetermined torque value during the energization of (i.e., during low torque running), the first and second windings are energized instead. Compared with the case where only the first winding is energized, the motor generates less heat, but can generate a larger torque and a torque required for driving (that is, an influence on driving required by the driver). Is small.)

On the other hand, according to the invention described in claim 2 , when the engine is in a cold state, only the first winding is energized, and all of the first, second, and third windings or the first and second windings are energized. The motor generates a larger amount of heat than when the winding is energized. The generated engine warms up the cold engine. Accordingly, the motor functions as a heat source while functioning as a drive source, and the supplied electric energy can be used effectively.

In addition, according to the present invention , when the cold state of the engine is detected, if only the first winding is energized and there is a concern about the influence on traveling, for example, only the first winding is used to warm up the engine. If the torque required for driving increases and exceeds the first torque value during the energization of (when running at low torque), the first and second windings are energized instead. Compared with the case where only the first winding is energized, although the heat generated by the motor is reduced, it is possible to generate a larger torque and a torque required for driving (that is, the influence on the driving required by the driver is Small enough.)

According to the third aspect of the present invention, when the cold state of the engine is detected, if the first and second windings are energized and there is a concern about the influence on traveling, for example, Therefore, during the energization of the first and second windings (during the middle torque travel), the torque required for operation increases and exceeds the second torque value (a value greater than the first torque value). In that case, the first, second and third windings are energized instead. Compared with the case where the first and second windings are energized, although the heat generated by the motor is reduced, it is possible to generate a larger torque and a torque required for driving (that is, to the driving required by the driver). Can be small.)

Further, according to the invention described in claim 4 , when the engine temperature is lower than the first temperature is detected as a cold state, and when the engine temperature is lower than the second temperature, which is lower than the first temperature, If only the first winding is energized and the temperature is between the second temperature and the first temperature, the first and second windings are energized. That is, if the engine is too cold and a large amount of heat is required to warm it up, only the first winding is energized. If the engine needs to be warmed up with a small amount of heat, the first and second windings are energized. To do. As a result, the motor can efficiently function as a heat source without converting electrical energy into heat energy more than necessary, depending on the degree of coldness of the engine.

Furthermore, according to the fifth aspect of the present invention, the cooling water passage through which the cooling water for cooling the motor flows is provided, and the engine is disposed in the vicinity of the portion of the cooling water passage on the downstream side with respect to the motor. And an engine is warmed up when the cooling water of the high temperature state after cooling a motor flows in the vicinity. Thereby, the heat generated by the motor can be supplied to the engine through the cooling water without waste.

Furthermore , according to the invention described in claim 6 , the cooling water passage through which the cooling water for cooling the motor and the engine flows is provided, and the engine is disposed on the downstream side of the cooling water passage with respect to the motor. Thereby, the heat generated by the motor can be supplied to the engine through the cooling water without waste.

(First embodiment)
FIG. 1 schematically shows the configuration of a hybrid vehicle W according to the first embodiment of the present invention.

  A hybrid vehicle W shown in FIG. 1 is a so-called series-type hybrid vehicle in which the wheels 10 are driven only by the motor 12 and includes a battery 14 and a generator 16 for supplying electric power to the motor 12.

  As shown in FIG. 2, the motor 12 is a three-phase motor, and has a first winding 12a and a second winding 12b connected in series to each phase. Each phase has a winding switching relay 12c that energizes or deactivates the second winding 12b. The winding switching relay 12c energizes both the first winding 12a and the second winding 12b by connecting one of the electric wires 12d arranged in parallel with the second winding 12b to the first winding 12a. Or a state in which only the first winding 12a is energized. The winding switching relay 12c is controlled by a vehicle controller described later.

  The motor 12 and the battery 14 are connected via an inverter / converter 18. The inverter / converter 18 converts DC power from the high-voltage battery 14 into AC power and supplies the AC power to the motor 12, and during deceleration. AC power generated by the motor 12 functioning as a generator is converted into DC power and supplied to the battery 14.

  The generator 16 is driven by the engine 20 to generate electric power, and the electric power is supplied to the motor 12 or supplied to the battery 14 via the inverter / converter 18.

  FIG. 3 schematically shows a cooling water system of the hybrid vehicle W. The cooling water system of the hybrid vehicle W is divided into a cooling water system of the engine 20 and a cooling water system of the motor 12.

  The cooling water system of the engine 20 includes a cooling water passage 30 and an engine radiator 32, and the cooling water that has cooled the engine 20 and has reached a high temperature flows through the radiator 32 and is cooled by the radiator 32. The cooling water is returned to the engine 20 again.

  On the other hand, the cooling water system of the motor 12 includes a cooling water passage 34 and a motor radiator 36. In addition to the motor 12, the generator 16 and the inverter / converter 18 are also cooled, and the motor 12 is cooled to a high temperature state. The water flows through the radiator 36 and is cooled, and the cooling water cooled by the radiator 36 flows in the order of the inverter converter 18 and the generator 16 to cool them, and then returns to the motor 12. Further, the cooling water that has cooled the motor 12 flows in the vicinity of the engine 20, that is, the cooling water that has cooled the motor 12 and has reached a high temperature state can warm up the engine 20 in the cold state.

  FIG. 4 shows a control system of the hybrid vehicle W. The hybrid vehicle W is equipped with a vehicle controller 50. The controller 50 detects the vehicle speed of the hybrid vehicle W, the accelerator amount sensor 54 detects the amount of depression of the accelerator pedal (accelerator amount), and the rotation of the motor 12. A motor speed sensor 56 for detecting the number of motors, a motor torque sensor 58 for detecting the torque of the motor 12, an engine water temperature sensor 60 for detecting the coolant temperature of the engine 20, and a battery voltage sensor 62 for detecting the voltage of the battery 14. Based on the detection signal, the engine 20, the inverter / converter 18, and the winding switching relay 12c are controlled.

  First, based on detection signals from the vehicle speed sensor 52, the accelerator amount sensor 54, and the battery voltage sensor 62, the vehicle controller 50 controls the inverter converter 18 in order to drive the motor 12 with the stored power of the battery 14. Alternatively, the engine 20 is controlled to drive the motor 12 with the power generated by the generator 16.

  Specifically, the vehicle controller 50 calculates the charging rate (SOC) of the battery 14 based on a signal from the battery voltage sensor 62, and the driver based on signals from the vehicle speed sensor 52 and the accelerator amount sensor 54. Calculate the motor output required by. Based on the calculated SOC and the required motor output and the driving force generation source determination map that is created in advance and stored as data shown in FIG. 5, the vehicle controller 50 selects either the battery 14 or the engine 20. Used as a driving force source. Based on this driving force generation source determination map, the battery 14 is selected as the driving force generation source as the SOC increases, and the engine 20 is selected as the required motor output increases.

  Further, the vehicle controller 50 calculates the motor output required by the driver based on signals from the vehicle speed sensor 52 and the accelerator amount sensor 54, that is, the rotation speed and torque of the motor 12, and based on the calculation results, Energize both the first winding 12a and the second winding 12b, or energize only the first winding 12a.

Specifically, the vehicle controller 50 determines the winding shown in FIG. 2 based on the rotational speed and torque of the motor 12 required for driving (requested by the driver) and the winding determination map shown in FIG. The switching relay 12c is controlled. When the requested rotation speed and torque of the motor 12 are within the low speed setting region of the map of FIG. 6, the winding switching relay 12c is controlled so that the first winding 12a and the second winding 12b are energized. When in the high speed setting region, control is performed so that only the first winding 12a is energized. It should be noted that the low speed setting region and the high speed setting region shown in FIG. 6 overlap each other (A) (torque is smaller than Trq ₁ (corresponding to “predetermined torque value” described in claims)) and the rotational speed is N _{When the} required number of rotations and torque of the motor 12 are within the range (lower than ₁ ), the first winding 12a and the second winding are usually regarded as a low speed setting range (when the engine 20 is not warmed up, which will be described later). The winding switching relay 12c is controlled so as to energize the line 12b.

  Further, the vehicle controller 50 is configured to increase the amount of heat generated by the motor 12 and promote warm-up of the engine 20 when the engine 20 is in a cold state.

  Specifically, the vehicle controller 50 detects the cold state of the engine 20 based on a signal from the engine water temperature sensor 60, and if possible, when the engine 20 is in the cold state (the reason will be described later). ) Energizing only the first winding 12a increases the amount of heat generated by the motor 12. As the amount of heat generated by the motor 12 increases, the temperature of the cooling water after cooling the motor 12 rises, and this cooling water promotes warm-up of the engine 20 (see FIG. 3).

For example, when the resistances of the first winding 12a and the second winding 12b are R / 2 (combined R) and the flowing current is I, when both are energized, the motor 12 Heat of the amount of heat of I ² R (heat from the winding) is generated.

On the other hand, when only the first winding 12a is energized (the voltage is the same), a current of 2I flows through the first winding 12a, and heat of 2I ² R from the motor 12 (heat from the winding). Occur. That is, twice as much heat is generated as compared with the case where both the first winding 12a and the second winding 12b are energized.

  Strictly speaking, warming up of the engine 20 is promoted in a state in which both the first winding 12a and the second winding 12b are energized in the state before the cold state of the engine 20 is detected. In this case, only the first winding 12a is energized after the cold state is detected. When only the first winding 12a is energized before detecting the cold state of the engine 20 (when the rotation speed and torque of the motor 12 are within the high speed setting region of FIG. 6), even after detecting the cold state Since the energized state of only the first winding 12a is maintained as it is, the amount of heat generated by the motor 12a does not increase and the warm-up of the engine 20 is not promoted. The engine 20 is slowly warmed up by heat generated by current flowing only through the first winding 12a.

In the low motor rotation region, it may not be preferable to energize only the first winding 12a after detecting the cold state of the engine 20. Specifically, in the case the motor rotation speed in FIG. 6 is less than N _1, except for the area (A) the rotational speed and torque of the motor 12 prior to detection the cold state from the low speed setting region shown in FIG. 6 and if it is in a region (if torque is in Trq ₁ larger area), only the first winding 12a from a state in which both the first winding 12a and a second winding 12b is energized in this case When energized, the torque decreases to a value in the high speed setting region (region (A)), and the difference between the actual torque and the torque required by the driver (torque greater than Trq ₁ ) becomes too large. In addition, there is a possibility that the driving requested by the driver may be affected, and even in the region (A), the upper limit value of the torque is lowered, and there is a possibility that the driving is affected without high torque being produced.

  Therefore, the condition for promoting warm-up of the engine 20 (increasing the heat generation amount of the motor 12) is that the rotation speed and torque of the motor 12 before the cold state detection is within the region (A) shown in FIG. It will be.

  The flow of motor control performed by the vehicle controller 50, including control for promoting warm-up of the engine 20, will be described with reference to the flow shown in FIG.

  As shown in FIG. 7, first, in step S <b> 100, the vehicle controller 50 receives the vehicle speed sensor 52, accelerator amount sensor 54, motor rotation speed sensor 56, motor torque sensor 58, engine water temperature sensor 60, and battery voltage sensor 62. Based on the signal, the vehicle speed of the hybrid vehicle W, the accelerator amount, the rotational speed N and torque Trq of the motor 12, the engine water temperature Tw, and the voltage of the battery 14 are read.

  Next, in step S110, the vehicle controller 50 calculates a required motor output based on the vehicle speed and the accelerator amount read in step S100. Further, the SOC of the battery 14 is calculated based on the battery voltage. It is determined whether or not the calculated required motor output and SOC are within the battery drive region of the driving force generation source determination map shown in FIG. In other words, it is determined whether or not the motor 12 is driven by the stored power of the battery 14. If it is within the battery drive region, the process proceeds to step S120. Otherwise, the motor 12 is driven by the power generated by the generator 16 driven by the engine 20, that is, the engine 20 is driven to generate heat by itself, so the amount of heat generated by the motor 12 is increased and the engine 20 is heated. Since it is not necessary to promote the warm-up, the process proceeds to step 160.

In step S120, the vehicle controller 50 determines whether or not the engine water temperature Tw read in step S100 is lower than a preset threshold temperature T1 indicating that the engine 20 is in a cold state when the engine water temperature Tw is lower than the preset value. To do. When low, the flow proceeds to step S 130. Otherwise, it is not necessary to increase the amount of heat generated by the motor 12 to promote warm-up of the engine 20, and the process proceeds to step S160.

In step S130, the vehicle controller 50 determines whether or not the torque Trq of the motor 12 read in step S100 is smaller than Trq ₁ shown in FIG. If smaller, the process proceeds to step S140. Otherwise, the process proceeds to step S150.

  In step S140, the vehicle controller 50 controls the winding switching relay 12c to a high speed setting, that is, controls the energization of only the first winding 12a. Then proceed to return and return to start.

  In step S150, the vehicle controller 50 controls the winding switching relay 12c to the low speed setting, that is, controls the energization of both the first winding 12a and the second winding 12b. Then proceed to return and return to start.

In step S160, the vehicle controller 160, the rotational speed N of the motor 12 read in step S100 determines whether higher than _{N 1} shown in FIG. If so, the process proceeds to step S140. Otherwise, the process proceeds to step S150.

  According to the present embodiment, when the engine 20 is in a cold state, only the first winding 12a is energized, and a larger amount of heat than that when both the first winding 12a and the second winding 12b are energized. Is generated by the motor 12. This generated heat promotes warm-up of the engine 20 in the cold state. Thereby, the motor 12 functions as a heat source while functioning as a drive source, and can effectively use the supplied electric energy.

Even when the engine 20 is in a cold state, when the torque required for operation exceeds Trq ₁ , the first winding 12a and the second winding 12b are energized. As a result, although the heat generated by the motor 12 is less than when only the first winding 12a is energized, it is possible to generate a larger torque and a torque required for driving (that is, the driver requests The impact on running is small.)

  Further, since the engine 20 is warmed up when the coolant in the high temperature state after cooling the motor 12 flows in the vicinity, the heat generated by the motor 12 is supplied to the engine 20 through the coolant without waste. be able to.

(Second Embodiment)
This embodiment is the same hybrid vehicle as the first embodiment, but the cooling water system and the motor structure are different. Different points will be described.

  FIG. 8 shows a motor according to this embodiment. The motor 212 is a three-phase motor, and includes a first winding 212a, a second winding 212b, and a third winding 212c connected in series to each phase. Further, a winding changeover switch 212d that connects or cuts off the current flowing through any one of the first windings 212a to the remaining two first windings 212a, and any one of the first windings 212a. In order to pass the current flowing through the two windings 212b to the remaining two second windings 212b, the winding changeover switch 212e that connects or disconnects them, and the current that flows through any one phase of the third winding 212c And a winding changeover switch 212f that connects or disconnects them to flow through the remaining two third windings 212c.

  These winding changeover switches 212d to 212f are not connected to each other at the same time (ON state), and when one of them is in a connected state, the other two are in a cut-off state (OFF state). Yes. By setting the winding changeover switch 212d to the ON state and 212e and 212f to the OFF state, only the first winding 212a is energized. When the winding switch 212d is turned off, 212e is turned on, and 212f is turned off, only the first winding 212a and the second winding 212b are energized. When the winding changeover switches 212d and 212e are turned off and the 212f is turned on, all of the first winding 212a, the second winding 212b, and the third winding 212c are energized. These winding changeover switches 212d to 212f are controlled by a vehicle controller described later.

  FIG. 9 schematically shows the cooling water system of the present embodiment. Unlike the first embodiment, the motor 212 and the engine 220 are included in a common cooling water system.

  As shown in the figure, the cooling water passage 230 of the cooling water system is used when the cooling water warms up the engine 220 in the cold state and when it does not, that is, when the engine 220 that is the original purpose is cooled (normal In a case) and a different route.

  When the engine 220 is cooled (normal case), the cooling water that has cooled the engine 220 and has reached a high temperature state flows through the radiator 232 and is cooled by the radiator 232 as indicated by the alternate long and short dash line. Flows in the order of the inverter / converter 218, the motor 212, and the generator 216 to cool them, and then returns to the engine 220 so that the cooling water system is configured. Thereby, the engine 220 is cooled by the cooling water.

  On the other hand, when the engine 220 in the cold state is warmed up, as shown by the two-dot chain line, the cooling water that has cooled the engine 220 and has reached a high temperature state does not flow in the radiator 232 but passes through the water passage 230a through the inverter / converter The cooling water system is configured so as to return to the engine 220 through the water passage 230b without flowing into the generator 216 after flowing into the motor 218 following the inverter / converter 218. Thereby, the engine 220 is warmed up by the cooling water.

  In order to enable this, the cooling water from the engine 220 flows out to the radiator 232 during normal operation, and flows out to the water passage 230a during warm-up, and from the radiator 212 to the inverter converter 218 during normal operation. The switching valve 230d that prevents the flowing cooling water from flowing into the water channel 230a and prevents the cooling water flowing from the water channel 230a to the inverter converter 218 from flowing into the inverter 212 during warm-up, and the cooling water from the motor 212 are usually used. The cooling water passage 230 is provided with a switching valve 230e that flows out to the generator 216 at the time and out to the water passage 230b at the time of warming up. Switching of these switching valves 230c to 230e is controlled by a vehicle controller described later.

  FIG. 10 shows a control system of this embodiment. Based on detection signals from the vehicle speed sensor 252, the accelerator amount sensor 254, the motor rotation speed sensor 256, the motor torque sensor 258, the engine water temperature sensor 260, and the battery voltage sensor 262, the controller 250 includes the engine 220, the inverter converter 218, The winding changeover switches 212d to 212f and the changeover valves 230c to 230e of the cooling water passage 230 are controlled.

  Similar to the first embodiment, based on detection signals from the vehicle speed sensor 252, the accelerator amount sensor 254, and the battery voltage sensor 262, the vehicle controller 50 uses an inverter to drive the motor 212 with the stored power of the battery. Control the engine 220 to control the converter 218 or drive the motor 212 with the power generated by the generator.

  Further, the vehicle controller 250 calculates the motor output required by the driver based on the signals from the vehicle speed sensor 252 and the accelerator amount sensor 254, that is, the rotation speed and torque of the motor 212, and based on the calculation result, Energize all of the first winding 212a, the second winding 212b, and the third winding 212c, energize only the first winding 212a and the second winding 212b, or energize only the first winding 212a. .

  Specifically, vehicle controller 250 controls winding change-over switches 212d to 212f shown in FIG. 8 based on the rotation speed and torque of motor 212 requested by the driver and the winding determination map shown in FIG. To do. When the requested rotation speed and torque of the motor 12 are within the low speed setting region of the map of FIG. 11, the winding changeover switches 212d to 212f are switched to the first winding 212a, the second winding 212b, and the third winding. Control is performed so that all of the wires 212c are energized. When the current is within the medium speed setting region, control is performed so that only the first winding 112a and the second winding 212b are energized, and when the current is within the high speed setting region. Control is performed so that only the first winding 212a is energized. Note that the region (B) in which the three of the low speed setting region, the medium speed setting region, and the high speed setting region shown in FIG. 11 overlap is normally regarded as a low speed setting region (when the engine 220 is not warmed up). And the medium speed setting area (C) are regarded as a normal low speed setting area, and the medium speed setting area and the high speed setting area (D) are regarded as a normal medium speed setting area. 212d to 212f are controlled.

  Further, when the engine 220 is in a cold state, the vehicle controller 250 controls the switching valves 230c to 230e to warm up the engine 220 with cooling water and increase the heat generation amount of the motor 212 as shown in FIG. The engine 220 is configured to promote warm-up.

  Specifically, the vehicle controller 250 detects the cold state of the engine 220 based on a signal from the engine water temperature sensor 260, and energizes only the first winding 212a when the engine 220 is in the cold state. Or by energizing only the first winding 212a and the second winding 212b, the amount of heat generated by the motor 212 is increased. As the amount of heat generated by the motor 212 increases, the temperature of the cooling water after cooling the motor 212 rises, and this cooling water promotes warm-up of the engine 220 (see FIG. 9).

For example, when the resistances of the first winding 212a, the second winding 212b, and the third winding 212c are R / 3 (in combination with R) and the flowing current is I, all are energized. At this time, the motor 212 generates heat having a heat quantity of I ² R (heat from the winding).

On the other hand, when the first winding 212a and the second winding 212b are energized (the voltage is the same), a current of 1.5I flows, and the motor 212 generates heat of 1.5I ² R (derived from the winding). Heat). That is, 1.5 times as much heat is generated as compared to the case where all are energized.

Further, when only the first winding 212a is energized (the voltage is the same), a current of 3I flows, and the motor 212 generates 3I ² R heat (heat from the winding). That is, three times as much heat is generated as compared with the case where all are energized.

  The flow of motor control performed by the vehicle controller 250, including control for promoting warm-up of the engine 220, will be described with reference to the flow shown in FIG.

  As shown in FIG. 12, first, in step S300, the vehicle controller 250 determines whether the vehicle speed sensor 252, the accelerator amount sensor 254, the motor rotation speed sensor 256, the motor torque sensor 258, the engine water temperature sensor 260, and the battery voltage sensor 262 Based on the signal, the vehicle speed, the accelerator amount, the rotational speed N and torque Trq of the motor 212, the engine water temperature Tw, and the battery voltage are read.

  Next, in step S310, the vehicle controller 250 calculates a required motor output based on the vehicle speed and the accelerator amount read in step S300. Further, the SOC of the battery is calculated based on the battery voltage. It is determined whether or not the calculated required motor output and SOC are within the battery drive region of the driving force generation source determination map shown in FIG. If it is within the battery drive region, the process proceeds to step S320. Otherwise, the motor 212 is driven by the power generated by the generator driven by the engine 220, that is, the engine 220 is driven to generate heat by itself. Since it is not necessary to promote warm-up, the process proceeds to step S380.

In step S320, the vehicle controller 250, read elaborate engine coolant temperature Tw at step S300 has been set beforehand, whether less than the threshold temperature T ₁ of which indicates that lower the engine 220 which is cold state judge. If so, the process proceeds to step S330. Otherwise, it is not necessary to increase the heat generation amount of the motor 212 to promote the warm-up of the engine 220, and the process proceeds to step S380.

In step S330, the vehicle controller 250 determines whether or not the torque Trq of the motor 212 read in step S300 is smaller than Trq ₁₁ (corresponding to “first torque value” described in claims). Determine whether. If it is smaller, the process proceeds to step S340. Otherwise, the process proceeds to step S350.

  In step S340, the vehicle controller 250 controls the winding change-over switches 212d to 212f to a high speed setting, that is, controls the energization of only the first winding 212a. Then proceed to return and return to start.

In step S350, vehicle controller 250 determines whether or not torque Trq of motor 212 read in step S300 is smaller than Trq ₁₂ (corresponding to “second torque value” described in claims). Determine whether. If it is smaller, the process proceeds to step S360. Otherwise, the process proceeds to step S370.

  In step S360, the vehicle controller 250 controls the winding changeover switches 212d to 212f to the medium speed setting, that is, controls so that only the first winding 212a and the second winding 212b are energized. Then proceed to return and return to start.

  In step S370, the vehicle controller 250 controls the winding changeover switches 212d to 212f to the low speed setting, that is, controls to energize all of the first winding 212a, the second winding 212b, and the third winding 212c. . Then proceed to return and return to start.

In step S380, the vehicle controller 250, the rotational speed N of the motor 12 read in step S300 determines whether higher than _{N 11} shown in FIG. If it is higher, the process proceeds to step S390. Otherwise, the process proceeds to step S370.

In step S390, the vehicle controller 250, the rotational speed N of the motor 12 read in step S300 determines whether higher than _{N 12} shown in FIG. If so, the process proceeds to step S340. Otherwise, the process proceeds to step S360.

  According to the present embodiment, when the engine 220 is in the cold state, only the first winding 212a is energized, and all of the first winding 212a, the second winding 212b, and the third winding 212c or the first winding 212a. The motor 212 generates a larger amount of heat than when only the winding 212a and the second winding 212b are energized. The generated heat promotes warming up of the engine 220 in the cold state. Thus, the motor 212 functions as a heat source while functioning as a drive source, and the supplied electric energy can be used effectively.

Further, even when the engine 220 is in a cold state, when the torque required for operation exceeds Trq ₁₁ , the first winding 212a and the second winding 212b are energized. As a result, although the heat generated by the motor 212 is less than when only the first winding 212a is energized, it is possible to generate a larger torque and a torque required for driving (that is, the driver requests The impact on running is small.)

Furthermore, even when engine 220 is in a cold state, when the torque required for operation exceeds Trq ₁₂ , the first winding 212a, the second winding 212b, and the third winding 212c are energized. As a result, although the heat generated by the motor 212 is less than when the first winding 212a and the second winding are energized, it is possible to generate a larger torque and a torque required for operation ( In other words, the influence on the driving required by the driver is small.)

  Furthermore, since the high-temperature cooling water after cooling the motor flows into the engine 220, the heat generated by the motor 212 can be supplied to the engine 220 through the cooling water without waste.

(Third embodiment)
This embodiment is an improved form of the second embodiment, and makes it possible to change the amount of heat generated by the motor in accordance with the degree of coldness of the engine.

  The only difference is the control content of the vehicle controller 250.

As shown in FIG. 13, the vehicle controller 250 executes the control of step S325 between step S320 and step S330 of the second embodiment. In this step S325, the vehicle controller 250, the engine coolant temperature Tw is, according to the range of determines or lower than the second threshold temperature _{T 2} of the lower temperature than the threshold temperature _{T 1 (T 1} is claimed (T ₂ corresponds to the “second temperature”). If it is low, in other words, if the degree of the cold state of the engine 220 is large, the process proceeds to step S330. Otherwise, in other words, when the degree of the cold state of the engine 220 is small, the process proceeds to step S330.

According to this embodiment, if the second is lower than the threshold temperature T ₂ is energized only in the first coil 212a. If the temperature during the second threshold temperature _{T 2} and the threshold temperatures _{T 1} is energized only in the first coil 212a and second coil 212b. That is, when the engine 220 is too cold and a large amount of heat is required for warming up, only the first winding 212a is energized. When the engine 220 is warmed up with a small amount of heat, the first winding 212a is Only the second winding 212b is energized. Thereby, the motor 212 can be efficiently functioned as a heat source without converting electrical energy into heat energy more than necessary, depending on the cold state of the engine 220.

  Although the present invention has been described with reference to three embodiments, the present invention is not limited to these.

  For example, the first embodiment is a motor in which the motor has two windings in each phase, and the cooling water system is divided for the engine and the motor. In the second embodiment, the motor is Although the motor has three windings in the phase and the engine and the motor are included in a common cooling water system, the present invention is not limited to this combination. The motor may have two windings for each phase, and the engine and motor may be included in a common cooling water system. Alternatively, the motor may have three windings in each phase, and the cooling water system may be divided for the engine and the motor.

  In the case of the first to third embodiments, the heat generated by the motor is transmitted to the engine in the cold state via the cooling water, but is not limited thereto. Instead of this, or in addition to this, the engine in the cold state may be warmed up by the heat radiated from the motor to the outside by arranging the motor in the vicinity of the engine.

  Furthermore, in the case of the above-mentioned embodiment, although it was a series type hybrid vehicle, it is not restricted to this. The present invention can be implemented in any hybrid vehicle including a motor and an engine.

  As described above, according to the motor controller for a hybrid vehicle according to the present invention, the motor includes the engine and the motor, and the motor includes a plurality of windings connected in series to each phase. Can be used effectively as a heat source and also as a heat source, and electric energy supplied to the motor can be used without waste. Therefore, it may be suitably used in the field of the hybrid vehicle manufacturing industry.

1 is a diagram schematically showing a configuration of a hybrid vehicle according to an embodiment of the present invention. It is a figure which shows the structure of the motor which concerns on the 1st Embodiment of this invention. It is a figure which shows the cooling water system | strain of the hybrid vehicle which concerns on 1st Embodiment. It is a figure which shows the control system of the hybrid vehicle which concerns on 1st Embodiment. It is a figure which shows a driving force generation source determination map. It is a figure which shows the map for determining the coil | winding which supplies with electricity based on 1st Embodiment. It is a figure which shows the flow of the motor control for promoting warming-up of an engine based on 1st Embodiment. It is a figure which shows the structure of the motor which concerns on 2nd Embodiment. It is a figure which shows the cooling water system | strain of the hybrid vehicle which concerns on 2nd Embodiment. It is a figure which shows the control system of the hybrid vehicle which concerns on 2nd Embodiment. It is a figure which shows the map for determining the coil | winding which supplies with electricity based on 2nd Embodiment. It is a figure which shows the flow of the motor control for promoting warming-up of an engine based on 2nd Embodiment. It is a figure which shows the flow of the motor control for promoting warming-up of an engine based on the improvement of 2nd Embodiment. It is a figure which shows the output characteristic of the motor from which winding differs.

Explanation of symbols

212 Motor 212a First winding 212b Second winding 212c Third winding 220 Engine 260 Cold machine state detection means (engine water temperature sensor)

Claims (6)

An engine, a motor having first and second windings connected in series to each phase, and a motor that energizes only the first winding of the motor during high-speed rotation and energizes both windings during low-speed rotation A hybrid vehicle motor control device having a control means,
A cold state detection means for detecting a cold state of the engine,
When the motor control means detects the cold state during low-speed rotation and the motor torque required for operation does not exceed a predetermined torque value, the motor control means Energizing only the first winding so as to warm up a cold engine, and energizing both windings when the torque of the motor required for operation exceeds the predetermined torque value A motor control device for a hybrid vehicle. An engine, a motor having first, second, and third windings connected in series to each phase, and energizing only the first winding of the motor during high-speed rotation, and first and second during medium-speed rotation A motor control device for a hybrid vehicle having a motor control means for energizing the second winding and energizing all the windings during low-speed rotation,
A cold state detection means for detecting a cold state of the engine,
In the case where the motor control means does not exceed the first torque value when the cold state detection means detects the cold state during the low speed rotation or the medium speed rotation, When only the first winding is energized so as to warm up the cold engine due to the heat generated by the motor, and the motor torque required for operation exceeds the first torque value, the first and A motor control device for a hybrid vehicle, wherein the second winding is energized . The motor control device for a hybrid vehicle according to claim 2,
Even if the cold state detection means detects the cold state of the engine, the motor control means is operable when the torque required for operation exceeds a second torque value greater than the first torque value. A motor control device for a hybrid vehicle , wherein current is supplied to a winding . The hybrid vehicle motor control device according to claim 2 or 3 ,
The cold state detection means is configured to detect the temperature of the engine and detect a case where the detected temperature is lower than the first temperature as a cold state,
When the engine temperature detected by the cold state detection means is lower than the second temperature, which is lower than the first temperature, the motor control means energizes only the first winding, and the second When the temperature is between the first temperature and the first temperature, the first and second windings are energized even during low-speed rotation . In the motor controller for a hybrid vehicle according to any one of claims 1 to 4 ,
A cooling water passage through which cooling water for cooling the motor flows;
The engine is disposed in the vicinity of a portion of the cooling water channel on the downstream side with respect to the motor,
The motor control apparatus for a hybrid vehicle, wherein the engine is warmed up by high-temperature cooling water after cooling the motor. In the motor controller for a hybrid vehicle according to any one of claims 1 to 4 ,
A cooling water passage through which cooling water for cooling the motor and the engine flows;
The motor control device for a hybrid vehicle, wherein the engine is disposed downstream of the cooling water channel with respect to the motor.

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