Electric vehicle control device and control method of electric vehicle control device

Abstract

The present application relates to an electric vehicle control device which controls a vehicle that uses a plurality of electric motors as drive sources and travels through a transmission connected to the electric motors, the electric vehicle control device including a controller that controls a first electric motor and a second electric motor that respectively contact a first transmission and a second transmission in which a liquid medium is built-in, wherein during a warming-up period in which the first transmission or the second transmission is warmed up, the controller drives and controls one of the first electric motor or the second electric motor at a power running torque in which a warming-up torque is added to a required torque of the electric motor, and controls the other of the first electric motor or the second electric motor at a torque in which the warming-up torque is subtracted from the required torque of the electric motor.

Description

Technical Field

[0001] This invention relates to an electric vehicle control device and a control method for the electric vehicle control device. Background Technology

[0002] Electric vehicles, powered by electric motors, are now in practical use. A gearbox is connected to the output shaft of the electric motor, and the gearbox is connected to the vehicle's drive wheels. The gearbox consists of multiple gears and contains a liquid medium such as oil. However, at low temperatures, the viscosity of the liquid medium increases, applying friction to the gears.

[0003] Patent Document 1 discloses the following technology: In a hybrid vehicle that uses an engine and an electric motor as power sources, when the transmission that transmits the engine's power to the wheels is in a cold state, either the first electric motor or the second electric motor functions as a generator, and the other electric motor functions as a power source, forming a power cycle in which the electricity generated by one electric motor drives the other electric motor, thereby warming up the transmission.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2010-815 Summary of the Invention

[0007] The problem the invention aims to solve

[0008] Patent Document 1 does not consider electric vehicles that use multiple electric motors as drive sources to move the vehicle, which worsens the power consumption of electric vehicles.

[0009] Technical means to solve the problem

[0010] The electric vehicle control device of the present invention controls a vehicle that uses multiple electric motors as drive sources and travels through a transmission connected to the electric motors. The electric vehicle control device includes a controller that controls a first electric motor and a second electric motor respectively in contact with a first transmission and a second transmission containing a liquid medium. During the heating process of heating the first transmission or the second transmission, the controller drives one of the first electric motors or the second electric motor with a power operating torque obtained by adding the heating torque to the required torque of the electric motor, and controls the other of the first electric motors or the second electric motor with a torque obtained by subtracting the heating torque from the required torque of the electric motor.

[0011] The present invention discloses a control method for an electric vehicle control device that controls a vehicle that uses multiple electric motors as drive sources and travels via a transmission connected to the electric motors. In this control method, the transmission includes a first transmission and a second transmission respectively containing a liquid medium. The electric motors include a first electric motor and a second electric motor respectively in contact with the first transmission and the second transmission. During heating of either the first or second transmission, one of the first or second electric motors is driven and controlled by a power operating torque obtained by adding a heating torque to the required torque of the electric motor. The other of the first or second electric motors is controlled by a torque obtained by subtracting the heating torque from the required torque of the electric motor.

[0012] The effects of the invention

[0013] According to the present invention, it is possible to promote the heating of the liquid medium in the transmission and suppress the deterioration of the power consumption of electric vehicles. Attached Figure Description

[0014] Figure 1 This is a diagram illustrating the configuration of an electric vehicle equipped with an electric vehicle control system.

[0015] Figure 2 This is a cross-sectional view showing an example of the first electric motor and the first transmission.

[0016] Figure 3 This is a cross-sectional view showing other examples of the first electric motor and the first transmission.

[0017] Figure 4 It is a flowchart representing the controller's processing actions.

[0018] Figure 5 It is a graph showing the relationship between the motor's speed and its maximum torque.

[0019] Figure 6 (A) to (E) are curves representing the heating control of the electric motor. Detailed Implementation

[0020] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. The following description and drawings are examples for illustrating the present invention; appropriate omissions and simplifications have been made for clarity. The present invention may also be implemented in various other ways. Unless otherwise specified, the constituent elements may be singular or plural.

[0021] To facilitate understanding of the present invention, the positions, sizes, shapes, and extents of the constituent elements shown in the accompanying drawings may not represent their actual positions, sizes, shapes, or extents. Therefore, the present invention is not limited to the positions, sizes, shapes, and extents disclosed in the accompanying drawings.

[0022] When multiple identical or functionally equivalent constituent elements exist, different subscripts are sometimes added to the same symbols for clarification. However, when it is not necessary to distinguish these multiple constituent elements, the subscripts are sometimes omitted for clarification.

[0023] Furthermore, in the following description, the processing performed by executing a program is sometimes described. However, since the program is executed by a processor (e.g., CPU, GPU), and thus appropriately uses storage resources (e.g., memory) and / or interface devices (e.g., communication ports) to perform the specified processing, the subject of the processing can also be a processor. Similarly, the subject of the processing performed by executing a program can be a controller, device, system, computer, or node having a processor. The subject of the processing performed by executing a program can be any arithmetic unit, but may also include dedicated circuitry (e.g., FPGA or ASIC) for performing specific processing.

[0024] Programs can be installed from a program source onto a device such as a computer. A program source can be, for example, a program distribution server or a computer-readable storage medium. When the program source is a program distribution server, the program distribution server contains a processor and storage resources for storing the programs to be distributed. The processor of the program distribution server can distribute the programs to other computers. Furthermore, in the following description, two or more programs can be implemented as a single program, or a single program can be implemented as two or more programs.

[0025] Figure 1 This is a configuration diagram of an electric vehicle 1000 having an electric vehicle control device 100.

[0026] The electric vehicle 1000 includes a first electric motor 201 and a second electric motor 202 as drive sources. The first electric motor 201 is connected to the front wheel 401 via a first transmission 301. The second electric motor 202 is connected to the rear wheel 501 via a second transmission 302. Additionally, although not shown in the figures, it includes a steering wheel, accelerator, brakes, and mechanisms for controlling them.

[0027] The electric vehicle control device 100 includes a controller 101, a first converter 102, a second converter 103, a battery 104, and a vehicle speed sensor 105.

[0028] In controller 101, the required torque Tdem for the electric vehicle 1000 is input externally based on throttle operation. Furthermore, sensors for detecting the temperature of liquid media such as oil within the first transmission 301 and the second transmission 302 are respectively installed, and temperature sensors TH1 and TH2 are input to controller 101 from each sensor. Additionally, speed sensors for detecting rotational speed are installed on the first motor 201 and the second motor 202, and rotational speeds N1 and N2 are input to controller 101 from each sensor. Finally, controller 101 detects the SOC (state of charge) of battery 104.

[0029] The controller 101 appropriately distributes the system required torque Tdem to the required torque Tdem1 of the first motor 201 and the required torque Tdem2 of the second motor 202. Based on the required torques Tdem1 and Tdem2, temperatures TH1 and TH2, and speeds N1 and N2, the controller 101 controls the first converter 102 and the second converter 103 to control the driving or regeneration of the first motor 201 and the second motor 202.

[0030] The first converter 102 converts the direct current (DC) from the battery 104 into alternating current (AC), and applies the AC to the first motor 201 to drive it. Then, the front wheel 401 rotates via the axle connected to the first motor 201. Furthermore, during regeneration, the first motor 201 functions as a generator. The AC generated by the first motor 201, which rotates due to the rotational force of the front wheel 401, is converted back to DC by the first converter 102 to charge the battery 104. The first converter 102 internally includes power semiconductor elements, and converts power by switching these elements on and off.

[0031] The second converter 103 converts the direct current (DC) from the battery 104 into alternating current (AC), and applies the AC current to the second motor 202, driving the second motor 202. Then, the rear wheel 501 rotates via the axle connected to the second motor 202. Additionally, during regeneration, the second motor 202 functions as a generator. The AC power generated by the second motor 202, which rotates due to the rotational force of the rear wheel 501, is converted back to DC by the second converter 103 to charge the battery 104. The second converter 103 internally includes power semiconductor elements, and converts power by switching these elements on and off.

[0032] Although described in detail later, during the heating process of heating the first transmission 301 or the second transmission 302, the controller 101 drives and controls one of the first motors 201 or the second motor 202 with a power operating torque that is increased by the heating torque on the required torque, and regenerates and controls the other of the first motors 201 or the second motor 202 with a regenerative torque equivalent to the heating torque.

[0033] Figure 2 This is a cross-sectional view showing an example of the first electric motor 201 and the first transmission 301.

[0034] The first motor 201 houses a rotor 231, a stator 241, and a cooler 251 within a frame 211. The rotor 231 is fixed to a rotating shaft 221. The cooler 251 is positioned close to and surrounds the stator 241, with cooling water circulating inside to cool the first motor 201. Although not shown in the figure, a sensor for detecting the rotational speed of the rotor 231 is provided on the first motor 201.

[0035] A first transmission 301 is disposed in contact with the first electric motor 201. That is, the frame 211 of the first electric motor 201 is in contact with the frame 311 of the first transmission 301. The first transmission 301 contains a gear connected to the rotating shaft 221 of the first electric motor 201 and a plurality of gears 321 connected to the gear, which are ultimately connected to the output shaft 341. The output shaft 341 is connected to the front wheel 401 via a clutch and an axle. A liquid medium 331, such as oil, for lubricating the gears 321 is disposed within the first transmission 301. Although not shown in the figure, a sensor for detecting the temperature of the liquid medium 331 is disposed within the first transmission 301.

[0036] At low temperatures in the first transmission 301, the viscosity of the liquid medium 331 increases, exerting frictional force on the gears. Consequently, the power consumption of the electric vehicle 1000 deteriorates. In this embodiment, through control described later, heat from the first electric motor 201, which is in contact with the first transmission 301, is transferred via path HE1 through the rotating shaft 221 and path HE2 through the frame 211. This increases the temperature of the liquid medium 331 in the first transmission 301, suppressing the deterioration of the electric vehicle 1000's power consumption.

[0037] exist Figure 2 The image shows an example of the first electric motor 201 and the first transmission 301, but the second electric motor 202 and the second transmission 302 have the same configuration.

[0038] Figure 3 This is a cross-sectional view showing other examples of the first electric motor 201 and the first transmission 301. (Compared to...) Figure 2The difference in the example shown is that a liquid medium 331 flows through a common space inside both the first transmission 301 and the first electric motor 201. (Regarding...) Figure 2 Use the same symbols to label the same parts, simplifying their descriptions.

[0039] The liquid medium 331 is also stored in oil pans 361 and 261 provided in the first transmission 301 and the first electric motor 201, and is circulated from the first transmission 301 to the first electric motor 201 by a flow pump (not shown) or natural circulation. That is, the first electric motor 201 is in contact with the first transmission 301, and the liquid medium 331 in the first transmission 301 circulates within the first electric motor 201, thus transferring heat from the first electric motor 201 through path HE1 via the rotating shaft 221 and through path HE3 via the liquid medium 331. This raises the temperature of the liquid medium 331 in the first transmission 301, suppressing the deterioration of the power consumption of the electric vehicle 1000.

[0040] exist Figure 3 The image shows an example of the first electric motor 201 and the first transmission 301, but the second electric motor 202 and the second transmission 302 have the same configuration. A sensor is provided for detecting the temperature of the liquid medium 331 inside the second transmission 302.

[0041] Figure 4 This is a flowchart illustrating the processing actions performed by the controller 101 when executing the program. The controller 101 executes... Figure 4 The flowchart shown illustrates the processing actions for heating the liquid medium 331.

[0042] In step S401, the vehicle speed sensor 105 determines whether the speed of the electric vehicle 1000 exceeds a threshold. If the speed of the electric vehicle 1000 does not exceed the threshold immediately after starting, the heating control of the first transmission 301 and the second transmission 302 is not performed. This is to increase the starting force by using the driving torque of both the first motor 201 and the second motor 202 immediately after starting. If it is determined in step S401 that the speed exceeds the threshold, the process proceeds to step S402.

[0043] In step S402, the SOC (State of Charge) of battery 104 is detected to determine whether the SOC exceeds a threshold. If the SOC of battery 104 does not exceed the threshold, no heating control is applied to battery 104 to reduce the load, and the process ends. Figure 4 The flowchart is as follows. If it is determined in step S402 that the SOC exceeds the threshold, proceed to step S403.

[0044] In step S403, it is determined whether the temperature TH1 from the sensor detecting the temperature of the liquid medium 331 of the first transmission 301 is below a threshold. If it is determined to be low, proceed to step S404. When the temperature of the liquid medium 331 of the first transmission 301 is low, the viscosity of the liquid medium 331 increases, exerting friction on the gears of the first transmission 301, and worsening the power consumption of the electric vehicle 1000. However, in order to suppress this situation, the liquid medium 331 is heated through the following steps.

[0045] In step S404, the required torque Tdem1 allocated to the first motor 201 and the speed N1 of the first motor 201 are obtained from the system required torque Tdem input according to the throttle operation.

[0046] Then, in the next step S405, the heating torque Twarm is calculated. This heating torque Twarm is used to drive the first motor 201 with a torque higher than the required torque Tdem1, thereby increasing the heat of the first motor 201 and thus raising the temperature of the liquid medium 331 in the first transmission 301 more quickly. The heating torque Twarm can be calculated, for example, as a predetermined proportion of the required torque Tdem1, or it can be a preset value.

[0047] In the next step S406, it is determined whether the torque after adding the heating torque Twarm to the required torque Tdem1 exceeds the maximum torque of the first motor 201. (Refer to...) Figure 5 Please provide an explanation.

[0048] Figure 5 This is a graph showing the relationship between the motor's speed and maximum torque. The horizontal axis represents speed, and the vertical axis represents torque. The positive side of the vertical axis represents powered operation, and the negative side represents regenerative operation. The solid line represents the maximum output of the first motor 201, and the dashed line represents the maximum output of the second motor 202. In this example, it indicates that the maximum output of the first motor 201 is greater than the maximum output of the second motor 202. The maximum output is constant before speed Na, and decreases after exceeding speed Na.

[0049] like Figure 5As shown, at the speed N1 of the first motor 201, the torque after adding the heating torque Twarm to the required torque Tdem1 does not exceed the maximum torque of the first motor 201. Furthermore, when the system's required torque Tdem is entirely allocated to the required torque Tdem1, the heating torque Twarm becomes the regenerative torque of the second motor 202. On the other hand, at the speed Nb of the first motor 201, the torque after adding the heating torque Twarm to the required torque Tdem1 exceeds the maximum torque of the first motor 201. In this case, in step S406, it is determined that the torque after adding the heating torque Twarm to the required torque Tdem1 exceeds the maximum torque of the first motor 201, heating control is not performed, and the process ends. Figure 4 The processing.

[0050] In step S406, if the torque after adding the heating torque Twarm to the required torque Tdem1 does not exceed the maximum torque of the first motor 201, then proceed to step S407.

[0051] In step S407, the first motor 201 is driven with a torque equal to the required torque Tdem1 of the first motor 201 plus the heating torque Twarm. This allows for a rapid increase in the temperature of the liquid medium 331 in the first transmission 301.

[0052] In the next step S408, the heating torque Twarm is subtracted from the required torque Tdem2 allocated to the second motor 202 to drive the second motor 202. When the required torque Tdem2 is zero, the heating torque Twarm becomes the regenerative torque of the second motor 202, recovering the energy required for heating.

[0053] As shown in steps S407 and S408, the first motor 201 is driven and controlled with a power operating torque that is increased by the heating torque Twarm on the required torque Tdem1, and the second motor 202 is regenerated and controlled with a regenerative torque that is equivalent to the heating torque Twarm.

[0054] Repeat at specified intervals Figure 4 The process is as shown. Therefore, the temperature TH1 of the liquid medium 331 in the first transmission 301 rises. Then, when it is determined in step S403 that the temperature TH1 of the liquid medium 331 in the first transmission 301 is above a threshold, step S410 is entered. In addition, the period from when the temperature TH1 of the liquid medium 331 in the first transmission 301 becomes above the threshold is called the first heating period.

[0055] In step S410, it is determined whether the temperature TH2 from the sensor detecting the temperature of the liquid medium 331 of the second transmission 302 is below a threshold. If it is determined to be low, proceed to step S411. When the temperature of the liquid medium 331 of the second transmission 302 is low, the viscosity of the liquid medium 331 increases, exerting friction on the gears of the second transmission 302, and the power consumption of the electric vehicle 1000 deteriorates. However, in order to suppress this situation, the liquid medium 331 is heated through the following steps.

[0056] In step S411, the required torque Tdem2 allocated to the second motor 202 and the speed N2 of the second motor 202 are obtained from the system required torque Tdem input according to the throttle operation.

[0057] Then, in the next step S412, the heating torque Twarm is calculated. This heating torque Twarm is used to drive the second motor 202 with a torque higher than the required torque Tdem2, thereby increasing the heat of the second motor 202 and thus raising the temperature of the liquid medium 331 in the second transmission 302 more quickly. The heating torque Twarm can be calculated, for example, as a specified proportion of the required torque Tdem2, or it can be a preset value.

[0058] In the next step S413, it is determined whether the torque after adding the heating torque Twarm to the required torque Tdem2 exceeds the maximum torque of the second motor 202. If it is determined that the maximum torque is exceeded, heating control is not performed, and the process ends. Figure 4 The processing proceeds to step S414 if the maximum torque is not exceeded in step S413.

[0059] In step S414, the second motor 202 is driven with a torque equal to the required torque Tdem2 of the second motor 202 plus the heating torque Twarm. This allows for a rapid increase in the temperature of the liquid medium 331 in the second transmission 302.

[0060] In the next step S415, the heating torque Twarm is subtracted from the required torque Tdem1 allocated to the first motor 201 to drive the first motor 201. When the required torque Tdem1 is zero, the heating torque Twarm becomes the regenerative torque of the first motor 201, recovering the energy required for heating.

[0061] As shown in steps S414 and S415, the second motor 202 is driven by a power operating torque that is increased by the heating torque Twarm on the required torque Tdem2, and the first motor 201 is regenerated by a regenerative torque that is equivalent to the heating torque Twarm.

[0062] Repeat at specified intervals Figure 4 The process shown involves raising the temperature TH2 of the liquid medium 331 in the second transmission 302. Then, in step S410, when it is determined that the temperature TH2 of the liquid medium 331 in the second transmission 302 is above a threshold value, the process ends. The period from when the temperature TH2 of the liquid medium 331 in the second transmission 302 reaches or exceeds the threshold value is called the second heating period. When the second heating period ends, the process ends. Figure 4 The heating control is shown.

[0063] Figure 6 (A) Figure 6 (E) is a graph representing the heating control of the electric motor. Figure 6 (A) represents vehicle speed. Figure 6 (B) indicates the required torque. Figure 6 (C) represents the torque applied to the motor. Figure 6 (D) represents the temperature of liquid medium 331. Figure 6 (E) indicates the heating period. In each graph, the horizontal axis represents time. These graphs represent a reference. Figure 4 The explanation of the shift in heating control.

[0064] like Figure 6 As shown in (A), before the speed of electric vehicle 1000 exceeds the threshold V0 at time t1, heating control is not performed, and electric vehicle 1000 is driven by normal control. That is, as Figure 6 As shown in (C), Figure 6 The system shown in (B) requires torque Tdem to be distributed to the first motor 201 and the second motor 202, driven by torques M1 and M2 respectively.

[0065] At time t1, when the vehicle speed exceeds the threshold V0, as follows: Figure 6 As shown in (D), when the temperature of the liquid medium 331 is below the threshold T0, as referenced Figure 4 As explained, the heating of the first motor 201 is controlled. That is, as... Figure 6 As shown in (C), the first motor 201 is driven by adding the heating torque Twarm to the required torque Tdem1 of the first motor 201. Thus, as Figure 6 As shown in (D), the temperature T1 of the liquid medium 331 in the first transmission 301 rises. On the other hand, as... Figure 6 As shown in (C), the second motor 202 is regeneratively controlled by subtracting the heating torque Twarm from the second motor 202, using torque M2. For example... Figure 6 As shown in (D), continue Figure 6During the first heating period shown in (E), the temperature of the liquid medium 331 of the first transmission 301 is above the threshold T0.

[0066] At time t2, when the temperature of the liquid medium 331 in the first transmission 301 exceeds the threshold T0, as follows: Figure 6 As shown in (C), the second motor 202 is driven by adding the heating torque Twarm to the required torque Tdem2 of the second motor 202. Thus, as... Figure 6 As shown in (D), the temperature T2 of the liquid medium 331 in the second transmission 302 rises. On the other hand, as... Figure 6 As shown in (C), the first motor 201 is regenerated by subtracting the heating torque Twarm from the first motor 201, and using torque M1 to control the first motor 201. Figure 6 As shown in (D), continue Figure 6 During the second heating period shown in (E), the temperature of the liquid medium 331 of the second transmission 302 is above the threshold T0.

[0067] At time t3, when the temperature of the liquid medium 331 in the second transmission 302 exceeds the threshold T0, as follows: Figure 6 As shown in (C), the heating of the first transmission 301 and the second transmission 302 ends, and the first electric motor 201 and the second electric motor 202 are driven by normal control.

[0068] In this embodiment, the example given is that the maximum output of the first motor 201 is greater than the maximum output of the second motor 202, but it is also possible for the maximum output of the second motor 202 to be greater than the maximum output of the first motor 201. It is preferable to first perform heating control on the motor with the larger maximum output. Alternatively, the maximum outputs of the first motor 201 and the second motor 202 may be the same. In this case, heating control can be performed on one of them first. Furthermore, although two motors have been described as an example, four motors may be provided corresponding to the four wheels of the electric vehicle 1000. In this case, two motors corresponding to the front wheels and two motors corresponding to the rear wheels are used for heating control during the first heating period and the second heating period, respectively.

[0069] In this embodiment, the first motor 201 and the second motor 202 are heated in a predetermined order. However, heating control can also be performed from the motor with the lower temperature of the liquid medium 331, in a manner that the temperature difference between the liquid medium 331 of the first motor 201 and the second motor 202 decreases. Furthermore, in cases where power operation control is required by multiple motors, heating control is not performed.

[0070] According to this embodiment, during the heating process of the transmission, the temperature of the liquid medium inside the transmission is raised by the heat transferred from the electric motor, thereby suppressing the deterioration of the electric vehicle's power consumption.

[0071] The following effects can be obtained by implementing the methods described above.

[0072] (1) An electric vehicle control device 100 controls an electric vehicle 1000, which uses multiple electric motors as drive sources and travels via a transmission connected to the electric motors. The electric vehicle control device 100 includes a controller 101, which controls a first electric motor 201 and a second electric motor 202 that are in contact with a first transmission 301 and a second transmission 302 respectively containing a liquid medium 331. During the heating process of heating the first transmission 301 or the second transmission 302, the controller 101 drives one of the first electric motors 201 or the second electric motor 202 with a power operating torque obtained by adding a heating torque Twarm to the required torque Tdem1 and Tdem2 of the electric motor, and controls the other of the first electric motors 201 or the second electric motor 202 with a torque obtained by subtracting the heating torque Twarm from the required torque Tdem1 and Tdem2 of the electric motor. As a result, the heating of the liquid medium in the transmission can be promoted, and the deterioration of the electric vehicle's power consumption can be suppressed.

[0073] (2) The control method of the electric vehicle control device 100 controls an electric vehicle 1000, which uses multiple electric motors as drive sources and travels through a transmission connected to the electric motors. In this control method, the transmission includes a first transmission 301 and a second transmission 302, each containing a liquid medium 331. The electric motors include a first electric motor 201 and a second electric motor 202, which are in contact with the first transmission 301 and the second transmission 302, respectively. During the heating process of heating the first transmission 301 or the second transmission 302, one of the first electric motors 201 or the second electric motor 202 is driven and controlled by increasing the heating torque Twarm to the required torque Tdem1 or Tdem, and the other of the first electric motors 201 or the second electric motor 202 is controlled by subtracting the heating torque Twarm from the required torque Tdem1 or Tdem. This promotes the heating of the liquid medium within the transmission and suppresses the deterioration of the electric vehicle's power consumption.

[0074] This invention is not limited to the embodiments described above. Other embodiments that can be considered within the scope of the technical concept of this invention, as long as they do not impair the characteristics of this invention, are also included within the scope of this invention. Additionally, it may be a combination of the above embodiments and multiple variations.

[0075] Symbol Explanation

[0076] 100… Electric vehicle control unit, 101… Controller, 102… First converter, 103… Second converter, 104… Battery, 105… Vehicle speed sensor, 201… First motor, 202… Second motor, 211, 311… Frame, 221… Rotating shaft, 231… Rotor, 241… Stator, 251… Cooler, 301… First gearbox, 302… Second gearbox, 321… Gear, 331… Liquid medium, 341… Output shaft, 401… Front wheel, 501… Rear wheel, 1000… Electric vehicle, Tdem, Tdem1, Tdem2… Required torque, Twarm… Heating torque, TH1, TH2… Temperature, N1, N2… Rotational speed.

Claims

1. An electric vehicle control device for controlling a vehicle that uses multiple electric motors as drive sources and travels via a transmission connected to the electric motors. The electric vehicle control device is characterized in that... The system includes a controller that controls a first electric motor and a second electric motor, which are respectively in contact with a first transmission and a second transmission containing a liquid medium. During the heating process of heating the first transmission or the second transmission, the controller drives and controls one of the first motors or the second motor with a power operating torque that is increased by the heating torque on the required torque of the motor, and regenerates and controls the other of the first motors or the second motor with a regenerative torque equivalent to the heating torque.

2. The electric vehicle control device according to claim 1, characterized in that, The controller initiates the heating period after the vehicle's speed exceeds a predetermined threshold.

3. The electric vehicle control device according to claim 2, characterized in that, The controller initiates the heating period when the charging rate of the battery supplying power to the first motor and the second motor exceeds a predetermined threshold.

4. The electric vehicle control device according to claim 3, characterized in that, The controller initiates the heating process when the temperature of the liquid medium is below a predetermined threshold.

5. The electric vehicle control device according to claim 1, characterized in that, The heating period consists of a first heating period and a second heating period. When the temperature of the liquid medium in the first transmission is below a predetermined threshold and the speed of the vehicle exceeds a predetermined threshold, the controller initiates the first heating period to increase the temperature of the liquid medium in the first transmission by transferring heat from the first electric motor. When the temperature of the liquid medium in the second transmission is below a predetermined threshold and the speed of the vehicle exceeds a predetermined threshold, the controller initiates the second heating period to increase the temperature of the liquid medium in the second transmission by transferring heat from the second electric motor.

6. A control method for an electric vehicle control device, which controls a vehicle that uses multiple electric motors as drive sources and travels via a transmission connected to the electric motors. The control method of the electric vehicle control device is characterized by the following: The transmission includes a first transmission and a second transmission, each containing a liquid medium. The electric motor includes a first electric motor and a second electric motor that are respectively in contact with the first transmission and the second transmission. During the heating process of heating the first transmission or the second transmission, one of the first motors or the second motor is driven and controlled by a power operating torque that is increased by the heating torque on the required torque of the motor, and the other of the first motors or the second motor is regenerated and controlled by a regenerative torque that is equivalent to the heating torque.

Images