Electric vehicle control method and electric vehicle control device

Abstract

The present invention provides an electric vehicle control method with respect to an electric vehicle having an electric unit including a multi-winding electric motor having a first stator winding and a second stator winding with independently controlled currents flowing therethrough, the method being for warming up an in-vehicle device by using heat generated in the electric unit. In this electric vehicle control method, when it has become necessary to warm up the in-vehicle device while the electric vehicle is traveling, the magnitude of a d-axis current flowing through the first stator winding, the second stator winding, or the first stator winding and the second stator winding is increased, thereby increasing heat generated in the electric unit, and the phase of the current flowing to the first stator winding and the phase of the current flowing to the second stator winding are set to different values.

Description

Control method for electric vehicle and control device for electric vehicle

[0001] The present invention relates to a control method and a control device for an electric vehicle.

[0002] JP2001-197607A discloses that when the detected temperature of the battery is lower than a predetermined set temperature, a current is passed through the traveling motor to the extent that the traveling motor does not rotate, thereby warming up the battery.

[0003] In recent electric vehicles, heat generated by an electric unit (electric powertrain) consisting of an electric motor and an inverter is used to warm up onboard equipment such as the battery. Warming up of such onboard equipment using an electric unit is typically achieved by passing a d-axis current through the electric motor while the electric vehicle is stopped. This causes the electric unit to generate heat without rotating the motor, facilitating the warming up of the onboard equipment.

[0004] However, there are cases where an electric vehicle starts moving even though the onboard equipment, such as the battery, is in a low temperature state that requires warming up. In such cases, the electric vehicle needs to warm up the onboard equipment while traveling. When warming up the onboard equipment while traveling, the electric vehicle increases the d-axis current relative to the d-axis current and q-axis current required for the electric motor to generate the torque necessary for traveling, thereby increasing the heat generated in the electric unit, thereby facilitating the warming up of the onboard equipment. However, increasing the d-axis current while the electric vehicle is traveling increases the ripple in the current flowing through the electric motor (hereinafter referred to as current ripple).

[0005] The present invention aims to provide a control method for an electric vehicle and a control device for an electric vehicle that can suppress current ripple when warming up on-board equipment using heat generated in an electric unit while the vehicle is running.

[0006] One aspect of the present invention is a control method for an electric vehicle having an electric unit including a multiple-winding motor having a first stator winding and a second stator winding whose currents are independently controlled, in which heat generated in the electric unit is used to warm up on-board equipment. In this control method for an electric vehicle, when it becomes necessary to warm up the on-board equipment while the electric vehicle is running, the heat generated in the electric unit is increased by increasing the magnitude of the d-axis current flowing in the first stator winding, the second stator winding, or the first and second stator windings, and the phase of the current flowing in the first stator winding and the phase of the current flowing in the second stator winding are set to different values.

[0007] FIG. 1 is an explanatory diagram showing a schematic configuration of an electric vehicle. FIG. 2 is a circuit diagram showing the configuration of an electric unit. FIG. 3 is a block diagram showing the configuration of a controller. FIG. 4 is a block diagram showing the configuration of a current command generation unit. FIG. 5 is a block diagram showing the configuration of a warm-up current command generation unit. FIG. 6 is an explanatory diagram showing operating points of a first system and a second system. FIG. 7 is an explanatory diagram showing interlinkage magnetic flux generated in a stator tooth. FIG. 8 is a block diagram showing the configuration of a current control unit. FIG. 9 is a block diagram showing the configuration of a PWM control unit. FIG. 10 is a flowchart related to warm-up control during running. FIG. 11 is a graph showing current ripples generated in warm-up control during running. FIG. 12 is an explanatory diagram showing operating points of the first system and the second system in the second embodiment. FIG. 13 is an explanatory diagram showing operating points of the first system and the second system in the third embodiment.

[0008] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0009] 1 is an explanatory diagram showing a schematic configuration of an electric vehicle 100. As shown in FIG. 1, the electric vehicle 100 includes a battery 10, an electric unit 11, and a controller 12.

[0010] The battery 10 is a DC power source that stores power to be supplied to the electric unit 11. The battery 10 is rechargeable and is charged by an external power source or a power generation device (neither of which is shown). When the electric unit 11 generates power (regenerated power) through so-called regenerative control, the battery 10 is also charged by the regenerated power. The battery 10 is, for example, a lithium-ion battery.

[0011] When the battery 10 is in a low temperature state, the amount of power that the battery 10 can output and the amount of power that the battery 10 can receive are reduced. Therefore, when the battery 10 is in a low temperature state and power is to be supplied from the battery 10 to the electric unit 11 or when the battery 10 is to be charged, the battery 10 needs to be warmed up. That is, the battery 10 is one of the devices (hereinafter referred to as on-board devices) mounted on the electric vehicle 100 that needs to be warmed up as necessary. In this embodiment, particular reference is made to a situation in which the battery 10 needs to be warmed up while the electric vehicle 100 is traveling.

[0012] The electric unit 11 (electric powertrain) is a unit that generates torque T required for the electric vehicle 100 to travel. The electric unit 11 is driven by electric power supplied from the battery 10. The torque T generated by the electric unit 11 is transmitted to the drive wheels 16 via the reducer 13, the differential gear 14, the drive shaft 15, etc. In other words, the electric unit 11 is a drive source for the electric vehicle 100, and the electric vehicle 100 generates driving force in the drive wheels 16 by the torque T generated by the electric unit 11. When the electric unit 11 is rotated by the drive wheels 16, the electric unit 11 can convert the kinetic energy of the electric vehicle 100 into electrical energy (regenerative power) and recover it through regenerative control.

[0013] The electric unit 11 is configured to be able to exchange heat with on-board equipment that needs to be warmed up as necessary. In this embodiment, the electric vehicle 100 has, for example, a cooling circuit (not shown) that can circulate water or other refrigerant (hereinafter simply referred to as coolant) common to the battery 10 and the electric unit 11. Therefore, the electric vehicle 100 can transport heat generated in the electric unit 11 to the battery 10 via the coolant, and warm up the battery 10 using the heat generated in the electric unit 11.

[0014] The controller 12 is a control device that comprehensively controls each part of the electric vehicle 100. The controller 12 is configured, for example, by one or more computers, and is programmed to control the operation of each part at a predetermined control cycle.

[0015] The controller 12 functions as, for example, a BMS (Battery Management System). ＤＣ and the temperature of the battery 10 (hereinafter referred to as the battery temperature T ｂａｔ The controller 12 can appropriately acquire the charge amount (SOC: State of Charge) of the battery 10 by, for example, integrating the charge / discharge current of the battery 10.

[0016] In particular, in this embodiment, the controller 12 ｂａｔ A predetermined lower limit (threshold value) T ｂａｔ－Ｌｌｉｍ Specifically, the controller 12 compares the battery temperature T ｂａｔ is the lower limit T ｂａｔ－Ｌｌｉｍ When it is smaller than (T ｂａｔ <T ｂａｔ－Ｌｌｉｍ ), it is determined that the battery 10 needs to be warmed up. ｂａｔ is the lower limit T ｂａｔ－Ｌｌｉｍ When it is equal to or greater than (T ｂａｔ ≧T ｂａｔ－Ｌｌｉｍ ), the controller 12 determines that warming up of the battery 10 is not necessary.

[0017] The controller 12 issues a warm-up command S ｗａｒｍ In this embodiment, when it is determined that the battery 10 needs to be warmed up, the controller 12 sets a warm-up command S ｗａｒｍ On the other hand, when it is determined that warm-up of the battery 10 is not necessary, the controller 12 sets the warm-up command S ｗａｒｍ is set to "0 (OFF)" which indicates that warm-up control is not required.

[0018] The controller 12 functions as a VCM (Vehicle Control Module). That is, the controller 12 controls the electric unit 11 and the like based on output signals from an accelerator pedal sensor, a brake pedal sensor, a parking brake switch, a shift position sensor, and the like (none of which are shown). In this way, the controller 12 controls the behavior of the electric vehicle 100. For example, the controller 12 calculates the accelerator operation amount A by referring to a torque map that is determined in advance by experiment, simulation, or the like. ｐｏ (not shown) etc., a torque command T that represents the torque T that the electric unit 11 should generate. ＊ Then, the controller 12 sets the torque command T ＊ The behavior of the electric vehicle 100 is controlled by driving the electric unit 11 based on the above.

[0019] In particular, in this embodiment, the need to warm up the battery 10 is indicated by a warm-up command S ｗａｒｍ When this is indicated, the controller 12 adjusts the current flowing through the electric unit 11 to obtain the torque command T ＊ The heat generated by the electric unit 11 is increased while generating a torque T corresponding to the torque T. This promotes warming up of the battery 10. In this manner, warming up of the battery 10 using the heat of the electric unit 11 is performed not only when the electric vehicle 100 is stopped, but also when the electric vehicle 100 is running, as necessary.

[0020] 2 is a circuit diagram showing the configuration of the electric unit 11. As shown in FIG. 2, the electric unit 11 includes an electric motor 20, a first inverter 21, and a second inverter 22.

[0021] The electric motor 20 receives a torque command T ＊ The motor 20 is a multi-winding motor having multiple sets of stator windings in which the currents flowing therethrough are independently controlled. In this embodiment, the motor 20 has a rotor with a U １ Phase, V １ Phase and W １ The first stator winding (hereinafter referred to as the first stator windings U, V, W) consists of three phases: １ ) and U ２ Phase, V ２ Phase and W ２ The second stator winding (hereinafter referred to as the second stator winding UVW) consists of three phases. ２ Although not shown, the rotor of the motor 20 includes, for example, a permanent magnet. That is, the motor 20 of this embodiment is a so-called IPM (Interior Permanent Magnet) motor.

[0022] The first inverter 21 connects the battery 10 to the first stator windings U, V, W. １ The first inverter 21 is an inverter that supplies power to the first stator windings U, V, W, and W. The first inverter 21 is configured with a plurality of switching elements UP-WN. By switching these switching elements UP-WN on and off, the first inverter 21 converts DC power input from the battery 10 into AC power and supplies AC power to the first stator windings U, V, W, and W. １ Supply to.

[0023] The second inverter 22 supplies the power from the battery 10 to the second stator windings U, V, W. ２ The second inverter 22 is an inverter that supplies power to the second stator windings U, V, W, and W. The second inverter 22 is configured by a plurality of switching elements UP-WN, similar to the first inverter 21. The second inverter 22 converts DC power input from the battery 10 into AC power by switching on / off these switching elements UP-WN, and supplies power to the second stator windings U, V, W, and W. ２ Supply to.

[0024] In the following, the first inverter 21 and the first stator windings UVW of the electric unit 11 will be described. １ The system configured by the above is referred to as the first system 101. Similarly, in the electric unit 11, the second inverter 22 and the second stator windings UVW ２ The system configured by these is referred to as a second system 102. In this embodiment, for simplicity, it is assumed that there is no difference between the number of turns of the first stator winding UVW1 and the second stator winding UVW2, and that the first system 101 and the second system 102 are substantially equivalent.

[0025] The current supplied from the battery 10 to the electric unit 11 is simply referred to as a direct current i ＤＣ And, the DC current i ＤＣ The current flowing through the first inverter 21 is referred to as the first system DC current i ｄｃ１ The current flowing through the second inverter 22 is referred to as the second system DC current i ｄｃ２ That's what they say.

[0026] Furthermore, the first inverter 21 １ Phase, V １ Phase and W １ The current flowing through each phase (phase current) is i Ｕ１ , i Ｖ１ , i Ｗ１ and these are expressed as the first system phase current i ＵＶＷ１ Similarly, the second inverter 22 is collectively referred to as U ２ Phase, V ２ Phase and W ２ The current flowing through each phase (phase current) is i Ｕ２ , i Ｖ２ , i Ｗ２ and these are expressed as the second system phase current i ＵＶＷ２ These are collectively referred to as:

[0027] As shown in the following equation (1), the DC current i ＤＣ is the first system DC current i ｄｃ１ and the second system DC current i ｄｃ２ The first system DC current i ｄｃ１ is the first system phase current i ＵＶＷ１ and the second system DC current i ｄｃ２is the second system phase current i ＵＶＷ２ It is the sum of.

[0028]

[0029] 2 is a schematic diagram of the circuit configuration of the electric unit 11, and some elements such as a smoothing capacitor are omitted.

[0030] 3 is a block diagram showing the configuration of the controller 12. Here, only the portion that functions as a VCM is shown, and illustration and description of other elements are omitted. As shown in FIG. 3, the controller 12 includes a current command generation unit 31, a current control unit 32, a PWM control unit 33, a coordinate conversion unit 34, and a rotation detection unit 35.

[0031] The current command generator 31 generates a torque command T ＊ , DC voltage V ＤＣ , the electrical angular velocity ω of the electric motor 20 ｅ , first dq-axis current i ｄｑ１ , and the second dq axis current i ｄｑ２ Based on this, the first current command i ｄｑ１ ＊ and the second current command i ｄｑ２ ＊ Generate (calculate)

[0032] 1st current command i ｄｑ１ ＊ is a command for the current to be passed through the first system 101. The first current command i ｄｑ１ ＊ is the d-axis current i flowing through the first system 101. ｄ１ (hereinafter, the first d-axis current command i ｄ１ ＊ ) and the q-axis current i ｑ１ (hereinafter, the first q-axis current command i ｑ１ ＊ The d-axis current i ｄ１ and q-axis current i ｑ１ represents the current component of the first system 101 in the dq-axis coordinate system that rotates together with the rotor of the electric motor 20. The d-axis current i ｄ１ contributes to the increase or decrease of the interlinkage magnetic flux. ｑ１contributes to the torque T of the electric motor 20. The first dq-axis current i ｄｑ１ is the d-axis current i of the first system 101 ｄ１ and q-axis current i ｑ１ is.

[0033] Similarly, the second current command i ｄｑ２ ＊ is a command for the current to be passed through the second system 102. ｄｑ２ ＊ is the d-axis current i flowing in the second system 102. ｄ２ (hereinafter, the second d-axis current command i ｄ２ ＊ ) and the q-axis current i ｑ２ (hereinafter, the second q-axis current command i ｑ２ ＊ The d-axis current i ｄ２ and q-axis current i ｑ２ represents the current component of the second system 102 in the d- and q-axis coordinate system. ｄ２ contributes to the increase or decrease of the interlinkage magnetic flux. ｑ２ contributes to the torque T of the electric motor 20. The second dq-axis current i ｄｑ２ is the d-axis current i of the second system 102 ｄ２ and q-axis current i ｑ２ is.

[0034] In this embodiment, the current command generating unit 31 generates a warm-up command S ｗａｒｍ , the temperature of the first inverter 21 (hereinafter referred to as the first inverter temperature θ ＩＮＶ１ ), the temperature of the second inverter 22 (hereinafter referred to as the second inverter temperature θ ＩＮＶ２ ), and the temperature of the electric motor 20 (hereinafter referred to as the electric motor temperature θ ＭＯＴ Based on the above, the first current command i ｄｑ１ ＊ and the second current command i ｄｑ２ ＊ Adjust.

[0035] Specifically, the warm-up command S ｗａｒｍis "0 (OFF)" and the battery 10 does not need to be warmed up, the current command generating unit 31 generates a first current command i based on MTPA (Maximum Torque Per Ampere) control. ｄｑ１ ＊ and the second current command i ｄｑ２ ＊ In the following, the first current command i based on the MTPA control is output. ｄｑ１ ＊ and the second current command i ｄｑ２ ＊ are the first MTPA current commands i ｄｑ１－ＭＴＰＡ ＊ and the second MTPA current command i ｄｑ２－ＭＴＰＡ ＊ In addition, the first MTPA current command i ｄｑ１－ＭＴＰＡ ＊ and the second MTPA current command i ｄｑ２－ＭＴＰＡ ＊ When it is not necessary to distinguish between these, they are collectively referred to as the MTPA current command i ｄｑ－ＭＴＰＡ ＊ This is sometimes the case.

[0036] 1st MTPA current command i ｄｑ１－ＭＴＰＡ ＊ is the torque command T ＊ The minimum first dq-axis current i to be applied to the electric motor 20 (first system 101) when generating a torque T according to ｄｑ１ Similarly, the second MTPA current command i ｄｑ２－ＭＴＰＡ ＊ is the torque command T ＊ The minimum second dq-axis current i to be applied to the electric motor 20 (second system 102) when generating a torque T according to ｄｑ２ Represents.

[0037] On the other hand, the warm-up command S ｗａｒｍ is "1 (ON)" and the battery 10 needs to be warmed up, the current command generating unit 31 generates a first current command i ｄｑ１ ＊ and the second current command i ｄｑ２ ＊ The first current command for warm-up i ｄｑ１ ＊ and the second current command i ｄｑ２ ＊is the d-axis current i of the first system 101 in response to a current command based on the MTPA control. ｄ１ , the d-axis current i of the second system 102 ｄ２ , or both of these, and is a current command for actively increasing the heat generated in the electric unit 11.

[0038] In the following, the first current command i for warm-up is ｄｑ１ ＊ and the second current command i ｄｑ２ ＊ , respectively, the first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ In addition, the first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ When it is not necessary to distinguish between these, they are collectively referred to as the warm-up current command i ｄｑ－ｈｅａｔ ＊ This is sometimes the case.

[0039] The first inverter temperature θ ＩＮＶ１ and second inverter temperature θ ＩＮＶ２ is appropriately acquired by temperature sensors 36a and 36b provided in the first inverter 21 and the second inverter 22, respectively. ＭＯＴ is appropriately acquired by a temperature sensor 37 provided in the electric motor 20. ＩＮＶ１ and second inverter temperature θ ＩＮＶ２ is, for example, the maximum temperature of each switching element UP-WN. ＭＯＴ is, for example, the temperature of the stator of the electric motor 20.

[0040] The current control unit 32 outputs a first current command i ｄｑ１ ＊ , electrical angular velocity ω ｅ , and DC voltage V ＤＣ Based on this, the first voltage command v ｄｑ１ ＊ The first voltage command v ｄｑ１ ＊ is a command for the voltage to be applied to the first system 101. The first voltage command vｄｑ１ ＊ is the d-axis voltage v of the first system 101 ｄ１ (hereinafter, the first d-axis voltage command v ｄ１ ＊ ) and the q-axis voltage v of the first system 101 ｑ１ (hereinafter, the first q-axis voltage command v ｑ１ ＊ The d-axis voltage v ｄ１ and the q-axis voltage v ｑ１ represents the voltage component of the first system 101 in the dq-axis coordinate system.

[0041] Further, the current control unit 32 outputs a second current command i ｄｑ２ ＊ , electrical angular velocity ω ｅ , and DC voltage V ＤＣ Based on this, the second voltage command v ｄｑ２ ＊ The second voltage command v ｄｑ２ ＊ is a command for the voltage to be applied to the second system 102. ｄｑ２ ＊ is the d-axis voltage v of the second system 102 ｄ２ (second d-axis voltage command v ｄ２ ＊ ) and the q-axis voltage v of the second system 102. ｑ２ (second q-axis voltage command v ｑ２ ＊ ) and the d-axis voltage v ｄ２ and the q-axis voltage v ｑ２ represents the voltage component of the second system 102 in the dq-axis coordinate system.

[0042] The PWM control unit 33 outputs the first voltage command v ｄｑ１ ＊ , and the electrical angle φ of the electric motor 20 ｅ Based on this, the first PWM signal D １ ＊ The first PWM signal D １ ＊is a PWM (Pulse Width Modulation) signal that determines the timing of switching each of the switching elements UP to WN of the first inverter 21. １ ＊ Is U １ Phase, V １ Phase and W １ The driving signals {D ｕｐ１ ＊ , D ｕｌ１ ＊ , D ｖｐ１ ＊ , D ｖｌ１ ＊ , D ｗｐ１ ＊ , D ｗｌ１ ＊}.

[0043] The first inverter 21 outputs the first PWM signal D １ ＊ By switching on / off the switching elements UP-WN in accordance with the above, the first system 101 is supplied with the first system phase current i ＵＶＷ１ That is, the warm-up command S ｗａｒｍ is "0 (OFF)" and the warm-up of the battery 10 is not required, the first system phase current i ＵＶＷ１ is the first MTPA current command i ｄｑ１－ＭＴＰＡ ＊ The current value is determined based on the warm-up command S ｗａｒｍ is "1 (ON)" and the battery 10 needs to be warmed up, the first system phase current i ＵＶＷ１ is the first warm-up current command i ｄｑ１－ｈｅａｔ ＊ The current value depends on

[0044] Similarly, the PWM control unit 33 outputs the second voltage command v ｄｑ２ ＊ , and electrical angle φ ｅ Based on this, the second PWM signal D ２ ＊ The second PWM signal D ２ ＊is a PWM signal that determines the timing of switching each of the switching elements UP-WN of the second inverter 22. ２ ＊ Is U ２ Phase, V ２ Phase and W ２ The driving signals {D ｕｐ２ ＊ , D ｕｌ２ ＊ , D ｖｐ２ ＊ , D ｖｌ２ ＊ , D ｗｐ２ ＊ , D ｗｌ２ ＊}.

[0045] The second inverter 22 outputs the second PWM signal D ２ ＊ By switching the switching elements UP-WN on and off in accordance with the above, the second system 102 is supplied with the second system phase current i ＵＶＷ２ That is, the warm-up command S ｗａｒｍ is "0 (OFF)" and the warm-up of the battery 10 is not required, the second system phase current i ＵＶＷ２ is the second MTPA current command i ｄｑ２－ＭＴＰＡ ＊ The current value is determined based on the warm-up command S ｗａｒｍ is "1 (ON)" and the battery 10 needs to be warmed up, the second system phase current i ＵＶＷ２ is the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ The current value depends on

[0046] The coordinate conversion unit 34 converts the first system phase current i ＵＶＷ１ to the first dq axis current i ｄｑ１ Similarly, the coordinate transformation unit 34 transforms the UVW coordinate system into the dq-axis coordinate system to calculate the second system phase current i ＵＶＷ２ to the second dq axis current i ｄｑ２ Specifically, the coordinate conversion unit 34 calculates the first dq-axis current i ｄｑ１and the second dq axis current i ｄｑ２ Calculate the following.

[0047]

[0048] In equations (2) and (3), δ is the phase difference between the first system 101 and the second system 102, and the first stator windings U, V, and W １ and the second stator winding UVW ２ The first system phase current i ＵＶＷ１ and the second system phase current i ＵＶＷ２ are appropriately acquired by the first current sensor 38a and the second current sensor 38b, respectively. However, in this embodiment, as shown in the above formula (2), the coordinate conversion unit 34 converts U １ Phase current i Ｕ１ , V １ Phase current i Ｖ１ Obtain W １ Phase current i Ｗ１ is calculated by calculation (i Ｗ１ = -i Ｕ１ -i Ｖ１ Similarly, as shown in equation (3), the coordinate transformation unit 34 converts U ２ Phase current i Ｕ２ , V ２ Phase current i Ｖ２ Obtain W ２ Phase current i Ｗ２ is calculated by calculation (i Ｗ２ = -i Ｕ２ -i Ｖ２ ).

[0049] The rotation detection unit 35 detects the electrical angle φ of the electric motor 20 based on the output signal of the rotation sensor 39 provided in the electric motor 20. ｅ , and electrical angular velocity ω ｅ Calculate the following.

[0050] For example, the rotation sensor 39 is configured by a resolver, and the rotation detection unit 35 is configured by an RDIC (resolver digital converter integrated circuit), an ABZ counter, and a speed calculator. In this case, the RDIC acquires an excitation signal and a modulation signal from the resolver, and based on these, outputs up / down counter pulses A and B and an origin signal pulse Z. Based on these ABZ signals, the ABZ counter calculates the electrical angle φｅ Then, the speed calculator calculates the electrical angle φ ｅ By differentiating with respect to time, the electrical angular velocity ω ｅ Calculate the following.

[0051] 4 is a block diagram showing the configuration of the current command generating unit 31. As shown in FIG. 4, the current command generating unit 31 includes an MTPA current command generating unit 41, a warm-up current command generating unit 42, and a current command selecting unit 43.

[0052] The MTPA current command generator 41 generates a torque command T ＊ , DC voltage V ＤＣ , and electrical angular velocity ω ｅ and MTPA current command i ｄｑ－ＭＴＰＡ ＊ That is, the MTPA current command generating unit 41 references the MTPA current command map to generate the torque command T ＊ , DC voltage V ＤＣ , and electrical angular velocity ω ｅ The first MTPA current command i ｄｑ１－ＭＴＰＡ ＊ and the second MTPA current command i ｄｑ２－ＭＴＰＡ ＊ Calculate the following.

[0053] In this embodiment, as described above, the first system 101 and the second system 102 are equivalent. Therefore, the first MTPA current command i ｄｑ１－ＭＴＰＡ ＊ and the second MTPA current command i ｄｑ２－ＭＴＰＡ ＊ are equal.

[0054] The warm-up current command generating unit 42 generates a torque command T ＊ , DC voltage V ＤＣ , and electrical angular velocity ω ｅ and the warm-up current command i ｄｑ－ｈｅａｔ ＊ 5. Therefore, the warm-up current command generating unit 42 can obtain the torque command T ＊ , DC voltage VＤＣ , and electrical angular velocity ω ｅ The first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ Calculate the following.

[0055] The warm-up current command generator 42 generates a first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ At least one of the MTPA current command i ｄｑ－ＭＴＰＡ ＊ In other words, the warm-up current command generating unit 42 changes the operating point of at least one of the first system 101 and the second system 102 for warm-up control. １ The phase of the current flowing through the second stator windings U, V, and W ２ The phases of the currents flowing through the first stator windings U, V, and W are set to different values. １ and second stator winding UVW ２ The phase of each current flowing through the coil is represented by the angle of the current vector from the q axis in the dq coordinate system.

[0056] In this embodiment, the warm-up current command generating unit 42 generates a first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ Both of these are used as the MTPA current command i ｄｑ－ＭＴＰＡ ＊ In other words, the warm-up current command generating unit 42 changes the operating points of both the first system 101 and the second system 102 for warm-up control.

[0057] In this embodiment, the warm-up current command generator 42 generates a first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ One of the two is used as the MTPA current command i ｄｑ－ＭＴＰＡ ＊The warm-up current command generator 42 determines the first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ The other of these is the MTPA current command i ｄｑ－ＭＴＰＡ ＊ In the following, the MTPA current command i ｄｑ－ＭＴＰＡ ＊ The current command obtained by changing the d-axis current in the magnetization direction is the magnetization current command i ｄｑ－ｉｎｔｎ ＊ and the MTPA current command i ｄｑ－ＭＴＰＡ ＊ The current command obtained by changing the d-axis current in the demagnetization direction is the demagnetization current command i ｄｑ－ｗｋ ＊ That's what they say.

[0058] In particular, in this embodiment, the warm-up current command generating unit 42 generates a first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ One of the d-axis current commands is set to a positive value (magnetization), and the other d-axis current command is set to a negative value (demagnetization). In other words, the warm-up current command generating unit 42 sets the first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ By doing so, during the warm-up control, the first stator windings U, V, and W are １ and the second stator winding UVW ２ A positive d-axis current flows through one of these, and a negative d-axis current flows through the other.

[0059] The first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ Which of the two is the magnetizing current command i? ｄｑ－ｉｎｔｎ ＊ (positive d-axis current), which is the demagnetization current command i ｄｑ－ｗｋ ＊ (negative d-axis current) is determined by the correction allocation signal SＭ That is, the warm-up current command generating unit 42 determines the corrected allocation signal S Ｍ Based on this, the d-axis current of either the first system 101 or the second system 102 is set to be positive, and the d-axis current of the other system is set to be negative.

[0060] Furthermore, in this embodiment, the warm-up current command generating unit 42 generates the first stator windings UVW １ and second stator winding UVW ２ The first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ That is, during warm-up control, |i ｄ１ |=|i ｄ２ |It becomes.

[0061] The current command selector 43 selects the warm-up command S ｗａｒｍ Based on this, the MTPA current command i ｄｑ－ＭＴＰＡ ＊ Or warm-up current command i ｄｑ－ｈｅａｔ ＊ and the final first current command i ｄｑ１ ＊ and the second current command i ｄｑ２ ＊ Output as

[0062] Specifically, the warm-up command S ｗａｒｍ is "0 (OFF)" and the warm-up of the battery 10 is not required, the current command selection unit 43 selects the first MTPA current command i ｄｑ１－ＭＴＰＡ ＊ and the second MTPA current command i ｄｑ２－ＭＴＰＡ ＊ the first current command i ｄｑ１ ＊ and the second current command i ｄｑ２ ＊ On the other hand, the warm-up command S ｗａｒｍ is "1 (ON)" and the battery 10 needs to be warmed up, the current command selector 43 selects the first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ the first current command iｄｑ１ ＊ and the second current command i ｄｑ２ ＊ Output as

[0063] In addition to the above, the current command generating unit 31 includes an increase / decrease magnetization allocation determining unit 44 and a switching determining unit 45 .

[0064] The magnetization / demagnetization allocation determination unit 44 determines, for example, the first inverter temperature θ ＩＮＶ１ , second inverter temperature θ ＩＮＶ２ , and motor temperature θ ＭＯＴ During the warm-up control, the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ (positive d-axis current), and a demagnetization current command i ｄｑ－ｗｋ ＊ Then, the magnetization / demagnetization allocation determination unit 44 determines a system to which the magnetization / demagnetization allocation signal S Ｍ Set.

[0065] In this embodiment, the magnetization / demagnetization allocation signal S Ｍ is the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ (positive d-axis current) is assigned to the first system 101, and the demagnetizing current command i ｄｑ－ｗｋ ＊ When the magnetizing current command i (negative d-axis current) is assigned to the second system 102, it is set to, for example, "0". ｄｑ－ｉｎｔｎ ＊ (positive d-axis current) is assigned to the second system 102, and the demagnetizing current command i ｄｑ－ｗｋ ＊ When the negative d-axis current is allocated to the first system 101, the increase / decrease magnetization allocation signal S Ｍ is set to "1", for example.

[0066] Here, for simplicity, the magnetization / demagnetization allocation determination unit 44 determines the first inverter temperature θ ＩＮＶ１ and the second inverter temperature θ ＩＮＶ２ Based on the increase / decrease magnetization allocation signal S Ｍ Specifically, the first inverter temperature θ ＩＮＶ１ is the second inverter temperature θ ＩＮＶ２When (θ ＩＮＶ１ ≦θ ＩＮＶ２ ), the magnetization / demagnetization allocation determination unit 44 issues a magnetization current command i ｄｑ－ｉｎｔｎ ＊ is determined to be assigned, and the increase / decrease magnetization assignment signal S Ｍ is set to "0". Meanwhile, the first inverter temperature θ ＩＮＶ１ is the second inverter temperature θ ＩＮＶ２ When it is larger than (θ ＩＮＶ１ >θ ＩＮＶ２ ), the magnetization / demagnetization allocation determination unit 44 issues a magnetization current command i ｄｑ－ｉｎｔｎ ＊ is determined to be assigned, and the increase / decrease magnetization assignment signal S Ｍ Set to "1".

[0067] Simply put, the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ is assigned to the system where the inverter temperature is relatively low, and the demagnetization current command i ｄｑ－ｗｋ ＊ is assigned to a system where the inverter temperature is relatively high. １ and the second stator winding UVW ２ Each d-axis current i ｄ１ , i ｄ２ In principle, the sign of the first inverter temperature θ ＩＮＶ１ and the second inverter temperature θ ＩＮＶ２ It is determined according to the relative magnitude of

[0068] After the start of the warm-up control, the switching determination unit 45 determines whether the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ or demagnetization current command i ｄｑ－ｗｋ ＊ The time during which the ｃ Based on the result of the determination, the switching determination unit 45 determines whether or not the allocation of current commands to the first system 101 and the second system 102 should be switched. Ｍ Set '.

[0069] Specifically, the switching determination unit 45 determines whether the duration t ｃis compared with a threshold value Th that is predetermined by adaptation based on experiments, simulations, etc. Then, the duration t ｃ When the time t is shorter than the threshold value Th, the switching determination unit 45 determines that there is no need to switch the allocation of the magnetization and demagnetization to the first system 101 and the second system 102, and sets the magnetization and demagnetization allocation signal S Ｍ is used as the corrected allocation signal S Ｍ Therefore, the duration t ｃ When is shorter than the threshold Th, S Ｍ '=S Ｍ On the other hand, the duration t ｃ When the threshold value Th is reached or exceeded, the switching determination unit 45 determines that the allocation of the magnetization and demagnetization to the first system 101 and the second system 102 needs to be switched, and outputs the magnetization and demagnetization allocation signal S Ｍ is rewritten to the opposite value and used as the corrected allocation signal S Ｍ Therefore, the duration t ｃ becomes equal to or greater than the threshold value Th, S Ｍ If =1, then S Ｍ '=0, and S Ｍ If = 0, then S Ｍ '=1.

[0070] That is, the first inverter temperature θ ＩＮＶ１ and the second inverter temperature θ ＩＮＶ２ When there is no change in the magnitude relationship between the first stator windings U, V, and W for a long period of time, the switching determination unit 45 determines whether the first stator windings U, V, and W have changed as time (threshold value Th) elapses. １ and the second stator winding UVW ２ Each d-axis current i ｄ１ , i ｄ２ The sign of is periodically swapped.

[0071] 5 is a block diagram showing the configuration of the warm-up current command generating unit 42. As shown in FIG. 5, the warm-up current command generating unit 42 includes a warm-up current command map 51 and an allocating unit 52.

[0072] In this embodiment, the warm-up current command map 51 is made up of a magnetizing current command map 53 and a demagnetizing current command map 54 .

[0073] The magnetizing current command map 53 is generated based on an experiment or a simulation. ＊ , DC voltage V ＤＣ , and electrical angular velocity ω ｅ and the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ Therefore, the warm-up current command generating unit 42 can obtain the torque command T ＊ , DC voltage V ＤＣ , and electrical angular velocity ω ｅ The corresponding magnetizing current command i ｄｑ－ｉｎｔｎ ＊ The magnetizing current command i ｄｑ－ｉｎｔｎ ＊ is the magnetization d-axis current command i ｄ－ｉｎｔｎ ＊ and the magnetization q-axis current command i ｑ－ｉｎｔｎ ＊ In this embodiment, the magnetization d-axis current command i ｄ－ｉｎｔｎ ＊ has at least a positive value.

[0074] The demagnetizing current command map 54 is generated based on an experiment or a simulation. ＊ , DC voltage V ＤＣ , and electrical angular velocity ω ｅ and the demagnetization current command i ｄｑ－ｗｋ ＊ Therefore, the warm-up current command generating unit 42 references the demagnetizing current command map 54 to generate the torque command T ＊ , DC voltage V ＤＣ , and electrical angular velocity ω ｅ Demagnetization current command i corresponding to ｄｑ－ｗｋ ＊ The demagnetization current command i ｄｑ－ｗｋ ＊ is the demagnetization d-axis current command i ｄ－ｗｋ ＊ and demagnetization q-axis current command i ｑ－ｗｋ ＊ The demagnetization d-axis current command i ｄ－ｗｋ ＊ has at least a negative value.

[0075] The allocation unit 52 outputs the corrected allocation signal S Ｍ According to the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ and demagnetization current command i ｄｑ－ｗｋ ＊ the first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ Assign to.

[0076] Specifically, S Ｍ When '=0, the allocation unit 52 allocates the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ is the first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the demagnetization current command i ｄｑ－ｗｋ ＊ is the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ Therefore, the d-axis current i of the first system 101 is output as ｄ１ becomes a positive value (i ｄ１ >0), the d-axis current i of the second system 102 ｄ２ becomes a negative value (i ｄ２ <0). On the other hand, S Ｍ When '=1, the allocation unit 52 allocates the demagnetizing current command i ｄｑ－ｗｋ ＊ is the first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ is the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ Therefore, the d-axis current i of the first system 101 is output as ｄ１ becomes negative (i ｄ１ <0), the d-axis current i of the second system 102 ｄ２ is a positive value (i ｄ２ >0).

[0077] 6 is an explanatory diagram showing the operating points of the first system 101 and the second system 102. In FIG. 6, in the dq-axis coordinate system, the torque command T ＊ The corresponding constant torque curve is shown by a thick solid line, and the MTPA curve is shown by a dashed line.

[0078] As shown in FIG. 6, when the electric vehicle 100 is traveling and warming up of the battery 10 is not required, both the first system 101 and the second system 102 are at the basic operating point P ＭＴＰＡ Therefore, the first stator windings U, V, and W of the first system 101 are driven by １ and the current flowing through the second stator windings U, V, and W of the second system 102. ２ The current flowing through the ＭＴＰＡ current vector i to ａ－ＭＴＰＡ ＊ It is expressed as:

[0079] On the other hand, when the battery 10 needs to be warmed up while the electric vehicle 100 is traveling, the first system 101 and the second system 102 adjust the first inverter temperature θ ＩＮＶ１ and second inverter temperature θ ＩＮＶ２ The magnetization operating point P is shifted in the magnetization direction (positive direction of the d-axis) along the constant torque curve according to the magnitude relationship of ｉｎｔｎ and the demagnetization operating point P shifted in the demagnetization direction (negative direction of the d-axis) along the constant torque curve. ｗｋ As a result, the d-axis currents i of the first system 101 and the second system 102 are ｄ１ , i ｄ２ The size of |i ｄ１ |, |i ｄ２ | increases compared to the MTPA control case.

[0080] Specifically, θ ＩＮＶ１ ≦θ ＩＮＶ２ , the first system 101 operates at the magnetization operating point P ｉｎｔｎ The second system 102 is driven at a demagnetization operating point P ｗｋ At this time, the first stator windings U, V, and W of the first system 101 are driven by １ The current flowing through the magnetization operating point P ｉｎｔｎ current vector i to ａ－ｉｎｔｎ ＊ and the second stator windings U, V, and W of the second system 102 are represented by ２ The current flowing through the demagnetization operating point P ｗｋ current vector i to ａ－ｉｎｔｎ ＊ It is expressed as:

[0081] Also, θＩＮＶ１ >θ ＩＮＶ２ , the first system 101 operates at a demagnetization operating point P ｗｋ The second system 102 is driven at the magnetization operating point P ｉｎｔｎ At this time, the first stator windings U, V, and W of the first system 101 are driven by １ Conversely, the current flowing through the demagnetization operating point P ｗｋ current vector i to ａ－ｉｎｔｎ ＊ and the second stator windings U, V, and W of the second system 102 are represented by ２ The current flowing through the magnetization operating point P ｉｎｔｎ current vector i to ａ－ｉｎｔｎ ＊ It is expressed as:

[0082] In any case, the d-axis current i ｄ１ , i ｄ２ In order to increase the magnetization operating point P ｉｎｔｎ and demagnetization operating point P ｗｋ As shown in FIG. 6, when driven by |i a－ｉｎｔｎ ＊ |>|i ａ－ＭＴＰＡ ＊ |and|i ａ－ｗｋ ＊ |>|i ａ－ＭＴＰＡ ＊ |, and the current amplitude of each system 101, 102 increases. Therefore, the amount of heat generated increases in both the first system 101 and the second system 102. As a result, the first system 101 and the second system 102 are set to the basic operating point P ＭＴＰＡ This accelerates the warm-up of the battery 10 compared to when the battery 10 is driven at 100 V.

[0083] Furthermore, i ａ－ｉｎｔｎ ＊ and i ａ－ｗｋ ＊ The first stator windings U, V, and W of the first system 101 have different phases (angles from the q-axis). １ and the current flowing through the second stator windings U, V, and W of the second system 102. ２ Therefore, the currents flowing through the respective systems 101 and 102 (particularly the first system DC current i ｄｃ１ and the second system DC current iｄｃ２ ) is at least partially cancelled out.

[0084] In this embodiment, in particular, i ｄ－ｉｎｔｎ ＊ >0 and i ｄ－ｗｋ ＊ <0, and the first stator windings UVW of the first system 101 １ The d-axis current i ｄ１ and the second stator windings U, V, and W of the second system 102. ２ The d-axis current i ｄ２ have opposite signs, which makes it particularly easy for ripples in the currents of the systems 101 and 102 to be cancelled out.

[0085] In this embodiment, in particular, |i ｄ－ｉｎｔｎ ＊ |=|i ｄ－ｗｋ ＊ |, and the first stator windings U, V, and W of the first system 101 are １ The d-axis current i ｄ１ and the second stator windings U, V, and W of the second system 102. ２ The d-axis current i ｄ２ The size of |i ｄ１ |, |i ｄ２ Therefore, the ripples in the currents of the systems 101 and 102 are particularly likely to be cancelled out.

[0086] FIG. 7 shows the interlinkage magnetic flux Φ generated in the stator teeth 71. １ , Φ ２ 7 is an explanatory diagram showing the magnetic flux linkage Φ １ is an example of the magnetic flux generated by the first system 101, and the interlinkage magnetic flux Φ ２ is an example of the magnetic flux generated by the second system 102.

[0087] As described above, the d-axis currents i of the first system 101 and the second system 102 are ｄ１ , i ｄ２ When the sign of the magnetic flux is opposite to that of the magnetic flux of the stator teeth 71, as shown in FIG. １ , Φ ２At least a part of the d-axis currents i of the first system 101 and the second system 102 are cancelled out. Therefore, the harmonic components of the interlinkage magnetic flux are suppressed. As a result, the current ripple caused by the harmonics of the interlinkage magnetic flux is also easily suppressed. Furthermore, ｄ１ , i ｄ２ The size of |i ｄ１ |, |i ｄ２ When | are equal, current ripples due to harmonics of the interlinkage magnetic flux are particularly likely to be suppressed.

[0088] 8 is a block diagram showing the configuration of the current control unit 32. In FIG. 8, the first current command i ｄｑ１ ＊ , electrical angular velocity ω ｅ , and DC voltage V ＤＣ Based on this, the first voltage command v ｄｑ１ ＊ The second current command i ｄｑ２ ＊ , electrical angular velocity ω ｅ , and DC voltage V ＤＣ Based on this, the second voltage command v ｄｑ２ ＊ The configuration for generating (calculating) is similar to this.

[0089] As shown in FIG. 8, the current control unit 32 includes a decoupling voltage table 81 , LPFs 82 and 83 , and PI controllers 84 and 85 .

[0090] The decoupling voltage table 81 is generated based on an experiment or a simulation, etc., to calculate the first current command i ｄｑ１ ＊ , electrical angular velocity ω ｅ , and DC voltage V ＤＣ and the decoupling voltage v ｄｑ１－ｄｃｐｌ The decoupling voltage v ｄｑ１－ｄｃｐｌ is the d-axis voltage v of the first system 101 ｄ１ and the q-axis voltage v ｑ１ represents the voltage value for canceling (decoupling) the interference component of ｄｑ１－ｄｃｐｌ is the d-axis voltage v ｄ１ The decoupling voltage for ｄ１－ｄｃｐｌ ) and the q-axis voltage vｑ１ The decoupling voltage for the q-axis (hereinafter referred to as the q-axis decoupling voltage v ｑ１－ｄｃｐｌ It is composed of the following parts:

[0091] The LPFs 82 and 83 are connected to the d-axis decoupling voltage v ｄ１－ｄｃｐｌ and the q-axis decoupling voltage v ｑ１－ｄｃｐｌ The LPFs 82 and 83 are low-pass filters that reduce the high frequency components of the first dq-axis current i ｄｑ１ Using the reference response time constant τ, it is expressed by the following equation (4).

[0092]

[0093] The PI controller 84 calculates the command value (i ｄ１ ＊ ) and the detected value (i ｄ１ ) based on the deviation of the detected value (i ｄ１ ) is the command value (i ｄ１ ＊ ) so that the d-axis control voltage v ｄ１－ＰＩ Similarly, the PI controller 85 calculates the command value (i ｑ１ ＊ ) and the detected value (i ｑ１ ) based on the deviation of the detected value (i ｑ１ ) is the command value (i ｑ１ ＊ ) so that the q-axis control voltage v ｑ１－ＰＩ Calculate the following.

[0094] The PI controllers 84 and 85 have proportional gains k ｐｄ , k ｐｑ , and integral gain k ｉｄ , k ｉｑ is expressed by the following equation (5).

[0095]

[0096] In addition, the proportional gain k ｐｄ , k ｐｑ , and integral gain k ｉｄ , k ｉｑ is the d-axis inductance L of the motor 20 ｄ and q-axis inductance L ｑ , winding resistance R, and the first dq axis current iｄｑ１ Using the reference response time constant τ, for example, it is expressed by the following equation (6).

[0097]

[0098] Then, the current control unit 32 outputs the d-axis control voltage v calculated as above. ｄ１－ＰＩ The value obtained by adding the filtered d-axis non-interacting voltage vd1-dcpl-flt to the first d-axis voltage command v ｄ１ ＊ Similarly, the current control unit 32 outputs the q-axis control voltage v ｑ１－ＰＩ The value obtained by adding the filtered q-axis decoupling voltage vq1-dcpl-flt to the first q-axis voltage command v ｑ１ ＊ Output as

[0099] 9 is a block diagram showing the configuration of the PWM control unit 33. In FIG. 9, the first voltage command v ｄｑ１ ＊ , and the electrical angle φ of the electric motor 20 ｅ Based on this, the first PWM signal D １ ＊ Here, the second voltage command v ｄｑ２ ＊ , and electrical angle φ ｅ Based on this, the second PWM signal D ２ ＊ The configuration for generating is similar to this.

[0100] As shown in FIG. 9, the PWM control unit 33 includes a coordinate conversion unit 91 , a duty ratio calculation unit 92 , and a drive signal generator 93 .

[0101] The coordinate conversion unit 91 converts the first voltage command v ｄｑ１ ＊ to the three-phase voltage command value v ＵＶＷ１ ＊ = (v Ｕ１ ＊ , v Ｖ１ ＊ , v Ｗ１ ＊ ) is calculated.

[0102]

[0103] The duty ratio calculation unit 92 calculates U １ , V １ , W １ The duty command values ​​Duty-u1, Duty-v1, and Duty-w1 of the respective phases are calculated. In equation (8), U １ Only the duty command value Duty-u1 of the phase is shown, but V １ The duty command values ​​Duty-v1 and Duty-w1 for the W1-phase and W2-phase are calculated in the same manner.

[0104]

[0105] The drive signal generator 93 generates a first PWM signal D １ ＊ That is, the drive signal generator 93 generates U by comparing and matching a carrier triangular wave with a constant frequency and the duty command values ​​Duty-u1, Duty-v1, and Duty-w1 of the respective phases. １ Phase, V １ Phase and W １ The driving signals {D ｕｐ１ ＊ , D ｕｌ１ ＊ , D ｖｐ１ ＊ , D ｖｌ１ ＊ , D ｗｐ１ ＊ , D ｗｌ１ ＊} is generated.

[0106] The operation of the warm-up control of the battery 10 in the electric vehicle 100 configured as described above will be described below.

[0107] 10 is a flowchart relating to the warm-up control during running. As shown in FIG. 10, in step S10, the current command generating unit 31 causes the MTPA current command generating unit 41 to generate the MTPA current command i ｄｑ－ＭＴＰＡ ＊ = (i ｄｑ１－ＭＴＰＡ ＊ , i ｄｑ２－ＭＴＰＡ ＊ In step S11, the current command generator 31 generates a warm-up command Sｗａｒｍ It is determined whether the battery 10 needs to be warmed up by the above.

[0108] In step S11, S ｗａｒｍ = 0, and if warming up of the battery 10 is not necessary, the process proceeds to step S19, and the MTPA current command i ｄｑ－ＭＴＰＡ ＊ = (i ｄｑ１－ＭＴＰＡ ＊ , i ｄｑ２－ＭＴＰＡ ＊ ) the first system 101 and the second system 102 are controlled in accordance with the above.

[0109] On the other hand, in step S11, S ｗａｒｍ If the first inverter temperature θ is 1 and the battery 10 needs to be warmed up, the process proceeds to step S12. ＩＮＶ１ and the second inverter temperature θ ＩＮＶ２ Compare.

[0110] In step S12, θ ＩＮＶ１ ≦θ ＩＮＶ２ If so, the process proceeds to step S13. Then, in step S13, the magnetization / demagnetization allocation determination unit 44 determines whether the magnetization current command i ｄｑ－ｉｎｔｎ ＊ The system to which the positive d-axis current is to be assigned is determined to be the first system 101, which has a relatively low temperature, and the increase / decrease magnetization assignment signal S Ｍ Set to "0".

[0111] On the other hand, in step S12, θ ＩＶＮ１ >θ ＩＮＶ２ If so, the process proceeds to step S14. In step S14, the magnetization / demagnetization allocation determination unit 44 determines whether the magnetization current command i ｄｑ－ｉｎｔｎ ＊ The system to which the positive d-axis current is to be assigned is determined to be the second system 102, which has a relatively low temperature, and the increase / decrease magnetization assignment signal S Ｍ Set to "1".

[0112] Then, in step S15, the switching determination unit 45 determines whether the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ or demagnetization current command i ｄｑ－ｗｋ ＊The duration t represents the time during which ｃ is compared with a threshold value Th.

[0113] In step S15, t ｃ <Th, the switching determination unit 45 determines that there is no need to switch the allocation of the magnetization and demagnetization to the first system 101 and the second system 102, and proceeds to step S16. In step S16, the switching determination unit 45 determines that the magnetization and demagnetization allocation signal S Ｍ That is, the switching determination unit 45 maintains the increase / decrease magnetization allocation signal S Ｍ is used as the corrected allocation signal S Ｍ ' is output.

[0114] On the other hand, in step S15, t ｃ If Th, the switching determination unit 45 determines that the allocation of the magnetization and demagnetization to the first system 101 and the second system 102 needs to be switched, and the process proceeds to step S17. Ｍ That is, the switching determination unit 45 rewrites S Ｍ If =1, then S Ｍ '=0, and S Ｍ If = 0, then S Ｍ '=1.

[0115] In step S18, the warm-up current command generating unit 42 generates the warm-up current command i ｄｑ－ｈｅａｔ ＊ = (i ｄｑ１－ｈｅａｔ ＊ , i ｄｑ２－ｈｅａｔ ＊ Specifically, the warm-up current command generating unit 42 calculates the MTPA current command i ｄｑ－ＭＴＰＡ ＊ The d-axis current increases compared to the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ and demagnetization current command i ｄｑ－ｗｋ ＊ Then, the warm-up current command generating unit 42 generates the corrected allocation signal S Ｍ ', these are converted into the first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊Therefore, (i ｄｑ１－ｈｅａｔ ＊ , i ｄｑ２－ｈｅａｔ ＊ ) = (i ｄｑ－ｉｎｔｎ ＊ , i ｄｑ－ｗｋ ＊ ), or (i ｄｑ１－ｈｅａｔ ＊ , i ｄｑ２－ｈｅａｔ ＊ ) = (i ｄｑ－ｗｋ ＊ , i ｄｑ－ｉｎｔｎ ＊ )

[0116] Then, in step S19, as described above, the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ and demagnetization current command i ｄｑ－ｗｋ ＊ The warm-up current command i ｄｑ－ｈｅａｔ ＊ The first system 101 and the second system 102 are controlled in accordance with the above.

[0117] In this way, when the warm-up of the battery 10 is required in the electric vehicle 100, the MTPA current command i ｄｑ－ＭＴＰＡ ＊ The d-axis current increases compared to the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ and demagnetization current command i ｄｑ－ｗｋ ＊ The first system 101 and the second system 102 are controlled in accordance with the above.

[0118] FIG. 11 is a graph showing current ripples that occur during warm-up control while the vehicle is running.

[0119] 11A to 11C show the first system DC current i ｄｃ１ , second system DC current i ｄｃ２ , and the DC current i supplied from the battery 10 to the electric unit 11 ＤＣ In the comparative example, the first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ Both of these are the magnetizing current command i ｄｑ－ｉｎｔｎ＊ In other words, Fig. 11(A)-(C) shows an example in which (i ｄｑ１－ｈｅａｔ ＊ , i ｄｑ２－ｈｅａｔ ＊ ) = (i ｄｑ－ｉｎｔｎ ＊ , i ｄｑ－ｉｎｔｎ ＊ ) when set to i ｄｃ１ , i ｄｃ２ , i ＤＣ The first warm-up current command i ｄｑ１－ｈｅａｔ ＊ and the second warm-up current command i ｄｑ２－ｈｅａｔ ＊ Both of these are the demagnetization current command i ｄｑ－ｗｋ ＊ , i.e., (i ｄｑ１－ｈｅａｔ ＊ , i ｄｑ２－ｈｅａｔ ＊ ) = (i ｄｑ－ｗｋ ＊ , i ｄｑ－ｗｋ ＊ ), the results are substantially the same as those of this comparative example.

[0120] 11(D)-(F) show the first system DC current i ｄｃ１ , second system DC current i ｄｃ２ , and the DC current i supplied from the battery 10 to the electric unit 11 ＤＣ Here, (i ｄｑ１－ｈｅａｔ ＊ , i ｄｑ２－ｈｅａｔ ＊ ) = (i ｄｑ－ｉｎｔｎ ＊ , i ｄｑ－ｗｋ ＊ ) when set to i ｄｃ１ , i ｄｃ２ , i ＤＣ It is shown that (i ｄｑ１－ｈｅａｔ ＊ , i ｄｑ２－ｈｅａｔ ＊ ) = (i ｄｑ－ｗｋ ＊ , i ｄｑ－ｉｎｔｎ ＊ ) will have essentially the same effect.

[0121] As shown in FIGS. 11A and 11B, in the comparative example, when the d-axis current is increased to warm up the battery 10 while the electric vehicle 100 is running, the first system DC current i ｄｃ１ and the second system DC current i ｄｃ２ Therefore, as shown in FIG. 11C, in the comparative example, the first system DC current i ｄｃ１ and the second system DC current i ｄｃ２ are overlapped, and the DC current i ＤＣ A large current ripple occurs.

[0122] Therefore, in the comparative example, when the d-axis current is increased to warm up the battery 10 while the electric vehicle 100 is running, the DC current i ＤＣ In addition, the current limit of DC current i ＤＣ If the increase in the d-axis current is suppressed so as not to cause the current limit, it will take a long time for the battery 10 to complete warming up.

[0123] On the other hand, as shown in FIGS. 11(D) and 11(E), in this embodiment, when the d-axis current is increased to warm up the battery 10 while the electric vehicle 100 is running, the first system DC current i ｄｃ１ and the second system DC current i ｄｃ２ Therefore, as shown in FIG. 11(F), in this embodiment, the first system DC current i ｄｃ１ and the second system DC current i ｄｃ２ The current ripples of the DC current i ＤＣ In this embodiment, the current ripple caused by the harmonic components of the flux linkage is also reduced.

[0124] Therefore, in this embodiment, even if the d-axis current is increased to warm up the battery 10 while the electric vehicle 100 is running, the DC current i ＤＣ Therefore, in this embodiment, the heat generation amount of the electric unit 11 can be increased more than in the comparative example. As a result, in this embodiment, the warm-up of the battery 10 is completed earlier than in the comparative example.

[0125] Second Embodiment In the first embodiment, |iｄ－ｉｎｔｎ ＊ |=|i ｄ－ｗｋ ＊ By setting |, the d-axis current i flowing through the first system 101 and the second system 102 during the warm-up control is ｄ１ , i ｄ２ However, this is not limited to the above. ｄ－ｉｎｔｎ ＊ |>|i ｄ－ｗｋ ＊ |or|i ｄ－ｉｎｔｎ ＊ |<|i ｄ－ｗｋ ＊ |, the d-axis current i flowing through the first system 101 and the second system 102 is ｄ１ , i ｄ２ The magnitude of one of them may be larger than the other.

[0126] 12 is an explanatory diagram showing the operating points of the first system 101 and the second system 102 in the second embodiment. ｄ－ｉｎｔｎ ＊ |>|i ｄ－ｗｋ ＊ So that the magnetization operating point P ｉｎｔｎ and demagnetization operating point P ｗｋ And, θ ＩＮＶ１ ≦θ ＩＮＶ２ , the first system 101 operates at the magnetization operating point P ｉｎｔｎ The second system 102 is driven at a demagnetization operating point P ｗｋ It is driven by θ ＩＮＶ１ >θ ＩＮＶ２ , the first system 101 operates at a demagnetization operating point P ｗｋ The second system 102 is driven at the magnetization operating point P ｉｎｔｎ It is driven by.

[0127] In this way, |i ｄ－ｉｎｔｎ ＊ |>|i ｄ－ｗｋ ＊ |or|i ｄ－ｉｎｔｎ ＊ |<|i ｄ－ｗｋ ＊ Even when | is set, the magnetization operating point P ｉｎｔｎ current vector i to ａ－ｉｎｔｎ ＊, and the demagnetization operating point P ｗｋ current vector i to ａ－ｗｋ ＊ are all at the basic operating point P ＭＴＰＡ current vector i to ａ－ＭＴＰＡ ＊ Therefore, the first system 101 and the second system 102 are set at the basic operating point P ＭＴＰＡ The amount of heat generated by the electric unit 11 increases, and the warm-up of the battery 10 is completed earlier than when the electric unit 11 is driven at the magnetization operating point P ｉｎｔｎ current vector i to ａ－ｉｎｔｎ ＊ , and the demagnetization operating point P ｗｋ current vector i to ａ－ｉｎｔｎ ＊ Therefore, as in the first embodiment, the DC current i ＤＣ The current ripple of |i ｄ－ｉｎｔｎ ＊ |>|i ｄ－ｗｋ ＊ |or|i ｄ－ｉｎｔｎ ＊ |<|i ｄ－ｗｋ ＊ In this case, the heat generation amount of the electric unit 11 is more likely to be increased than in the first embodiment.

[0128] In particular, for a relatively low temperature system, the magnetization operating point P ｉｎｔｎ , as shown in FIG. 12, ｄ－ｉｎｔｎ ＊ |>|i ｄ－ｗｋ ＊ If |, the heat generation amount of the electric unit 11 can be increased without being limited by the inverter temperature (particularly the inverter temperature of a relatively high system). Therefore, it is particularly easy to speed up the completion of warm-up of the battery 10.

[0129] It should be noted that the electric vehicle 100 is stopped and T ＊ = 0, as above, |i ｄ－ｉｎｔｎ ＊ |>|i ｄ－ｗｋ ＊ In other words, the amount of heat generated by the electric unit 11 is likely to increase while the electric vehicle 100 remains stopped.

[0130] [Third Embodiment] In the first embodiment, |i ｄ－ｉｎｔｎ ＊ |=|i ｄ－ｗｋ ＊ However, this is not limited to this. For example, the current vector i ａ－ｉｎｔｎ ＊ The size of |i ａ－ｉｎｔｎ ＊ | (current amplitude) and current vector i ａ－ｗｋ ＊ The size of |i ａ－ｗｋ ＊ | (current amplitude) is equal to the magnetization operating point P ｉｎｔｎ and demagnetization operating point P ｗｋ may be set.

[0131] 13 is an explanatory diagram showing the operating points of the first system 101 and the second system 102 in the third embodiment. In FIG. 13, the constant current circle is indicated by a dashed line. As shown in FIG. 13, the magnetization operating point P ｉｎｔｎ and demagnetization operating point P ｗｋ can be determined at two intersections of the constant torque curve and the constant current circle. In this case, the magnetization operating point P ｉｎｔｎ The current vector i in the system driven by ａ－ｉｎｔｎ ＊ The size of |i ａ－ｉｎｔｎ ＊ | (current amplitude) and the demagnetization operating point P ｗｋ The current vector i in the system driven by ａ－ｗｋ ＊ The size of |i ａ－ｗｋ ＊ | (current amplitude) becomes equal. That is, |i ａ－ｉｎｔｎ ＊ |=|i ａ－ｗｋ ＊ |It becomes.

[0132] In this way, |i ａ－ｉｎｔｎ ＊ |=|i ａ－ｗｋ ＊|, the heat generation amounts of the first system 101 and the second system 102 can be made equal. Therefore, a temperature difference is unlikely to occur between the components constituting the first system 101 and the components constituting the second system 102. Typically, the current is unlikely to be limited by the inverter temperature (especially the inverter temperature of a relatively high-temperature system). As a result, the heat generation amount of the electric unit 11 as a whole is likely to increase. In addition, the warm-up of the battery 10 is particularly likely to be completed sooner.

[0133] [Modifications] In addition, in the first to third embodiments, the first inverter temperature θ ＩＮＶ１ and second inverter temperature θ ＩＮＶ２ With reference to the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ and demagnetization current command i ｄｑ－ｗｋ ＊ However, the allocation is not limited to this. For example, the motor temperature θ ＭＯＴ As the first stator winding UVW １ The temperature of the first winding (hereinafter referred to as the first winding temperature θ ＵＶＷ１ ) and the second stator winding UVW ２ The temperature of the second winding (hereinafter referred to as the second winding temperature θ ＵＶＷ２ In this case, the first inverter temperature θ ＩＮＶ１ and second inverter temperature θ ＩＮＶ２ Alternatively, the first inverter temperature θ ＩＮＶ１ and second inverter temperature θ ＩＮＶ２ At the same time, the first winding temperature θ ＵＶＷ１ and the second winding temperature θ ＵＶＷ２ With reference to the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ and demagnetization current command i ｄｑ－ｗｋ ＊ For example, similarly to the above-described embodiments, the allocation of the first winding temperature θ ＵＶＷ１ and the second winding temperature θ ＵＶＷ２ In comparison, the magnetizing current command i ｄｑ－ｉｎｔｎ ＊ It is preferable to assign

[0134] Furthermore, in the first to third embodiments, the electric motor 20 is a dual three-phase electric motor, but the electric motor 20 may be a triple or more multiple winding electric motor. The electric motor 20 may also be an electric motor having four or more phases. Furthermore, instead of the electric motor 20, a rotating electric machine (generator) constituting a power generation system or the like may be used for the warm-up control of each of the above embodiments.

[0135] Furthermore, in the first to third embodiments, the on-board equipment to be warmed up is the battery 10, but this is not a limitation. Any on-board equipment that needs to be warmed up and that can transfer heat from the electric unit 11 can be subject to warm-up control. Heat can also be transferred from the electric unit 11 by methods other than using a cooling circuit.

[0136] As described above, the control methods for the electric vehicle according to the first to third embodiments are the first stator windings U, V, and W in which the currents flowing therethrough are independently controlled. １ and the second stator winding UVW ２ In this control method, when it becomes necessary to warm up the on-board equipment (10) during the running of the electric vehicle 100, the on-board equipment (e.g., the battery 10) is warmed up using heat generated in the electric unit 11, in the electric vehicle 100 having the electric unit 11 including the multiple-winding motor (20) having the first stator windings U, V, W. １ , second stator winding UVW ２ , or the first stator winding UVW １ and second stator winding UVW ２ The d-axis current i ｄ１ , i ｄ２ The size of |i ｄ１ |, |i ｄ２ By increasing |, the heat generated in the electric unit 11 is increased. １ The phase of the current flowing through the second stator windings U, V, and W ２ The phases of the currents flowing through the

[0137] In this way, when the battery 10 or the like needs to be warmed up while the electric vehicle 100 is running, the first system 101 (first stator windings U, V, W) １) and the phase of the current flowing through the second system 102 (second stator windings U, V, W) ２ ) is set to a different value, the first system DC current i ｄｃ１ and the second system DC current i ｄｃ２ Therefore, the first system DC current i ｄｃ１ and the second system DC current i ｄｃ２ The current ripples of the DC current i ＤＣ In addition, the current ripple caused by the harmonic components of the interlinkage magnetic flux is also reduced. Therefore, even if the d-axis current is increased to warm up the battery 10 while the electric vehicle 100 is running, the DC current i ＤＣ Since the current limit is unlikely to occur, it is possible to significantly increase the amount of heat generated by the electric unit 11. As a result, the warm-up of the battery 10 can be completed quickly.

[0138] In the control methods for the electric vehicle according to the first to third embodiments, the first stator windings U, V, W １ and the second stator winding UVW ２ A positive d-axis current is passed through one of the ｄ－ｉｎｔｎ ＊ >0), and a negative d-axis current flows in the other (i ｄ－ｗｋ ＊ <0).

[0139] In this way, the first system 101 (first stator windings U, V, W) １ ) and the second system 102 (second stator windings UVW ２ ) and the d-axis current has the opposite sign, the first system DC current i ｄｃ１ and the second system DC current i ｄｃ２ Therefore, the amount of heat generated by the electric unit 11 is particularly likely to be increased, and as a result, the warm-up of the battery 10 is likely to be completed quickly.

[0140] In the control methods for the electric vehicle according to the first to third embodiments, the first stator windings U, V, W １ and second stator winding UVW ２ Each d-axis current i ｄ１ , i ｄ２ The size of |i ｄ１ |, |i ｄ２| is equal to (|i ｄ－ｉｎｔｎ ＊ |=|i ｄ－ｗｋ ＊ |).

[0141] In this way, |i ｄ－ｉｎｔｎ ＊ |=|i ｄ－ｗｋ ＊ |(|i ｄ１ |=|i ｄ２ |), the first system DC current i ｄｃ１ and the second system DC current i ｄｃ２ Therefore, the amount of heat generated by the electric unit 11 is particularly likely to be increased, and as a result, the warm-up of the battery 10 is likely to be completed quickly.

[0142] In the control methods for the electric vehicle according to the first to third embodiments, the first stator windings U, V, W are changed over time. １ and the second stator winding UVW ２ Each d-axis current i ｄ１ , i ｄ２ The sign of is periodically swapped.

[0143] In this way, the d-axis current i of each system 101, 102 changes over time. ｄ１ , i ｄ２ By periodically switching the signs of the voltages, it becomes difficult for current restrictions to occur due to an excessive temperature rise in one system (especially a relatively high inverter temperature). This makes it easier to increase the heat generation amount of the electric unit 11 as a whole, and as a result, it becomes easier to complete the warm-up of the battery 10 quickly.

[0144] In the control method for an electric vehicle according to the second embodiment, the first stator windings U, V, and W are １ and the second stator winding UVW ２ Each d-axis current i ｄ１ , i ｄ２ The positive d-axis current is made larger than the negative d-axis current (|i ｄ－ｉｎｔｎ ＊ |>|i ｄ－ｗｋ ＊ |).

[0145] In this way, |i ｄ－ｉｎｔｎ ＊ |>|iｄ－ｗｋ ＊ When the positive d-axis current is made larger than the negative d-axis current among the d-axis currents flowing through the systems 101 and 102, the amount of heat generated by the electric unit 11 is likely to increase. This makes it particularly easy to speed up the completion of warm-up of the battery 10.

[0146] In the control method for an electric vehicle according to the first to third embodiments (particularly the first and second embodiments), the first stator windings U, V, and W are １ The temperature (θ ＩＮＶ１ ) and the second stator winding UVW ２ The temperature (θ ＩＮＶ２ Then, the temperature (θ ＩＮＶ１ ) is the temperature (θ ＩＮＶ２ ) or less (θ ＩＮＶ１ ≦θ ＩＮＶ２ ), first stator winding UVW １ Positive d-axis current (i ｄ－ｉｎｔｎ ＊ ) flows through the second stator windings U, V, and W. ２ negative d-axis current (i ｄ－ｗｋ ＊ On the other hand, the temperature (θ ＩＮＶ１ ) is the temperature (θ ＩＮＶ２ ) is higher than (θ ＩＮＶ１ >θ ＩＮＶ２ ), first stator winding UVW １ negative d-axis current (i ｄ－ｗｋ ＊ ) flows through the second stator windings U, V, and W. ２ Positive d-axis current (i ｄ－ｉｎｔｎ ＊ ) is poured.

[0147] In this way, the positive d-axis current (i ｄ－ｉｎｔｎ ＊ ) and a negative d-axis current (i ｄ－ｗｋ ＊) is used, current restriction due to the relatively high inverter temperature is unlikely to occur. This makes it easier to increase the heat generation amount of the electric unit 11 as a whole, and as a result, it is easier to complete the warm-up of the battery 10 quickly.

[0148] In the control method for an electric vehicle according to the third embodiment, the first stator windings U, V, and W are １ The magnitude of the current flowing through the second stator winding UVW ２ The magnitude of the current flowing through the ａ－ｉｎｔｎ ＊ |=|i ａ－ｗｋ ＊ |).

[0149] In this way, |i ａ－ｉｎｔｎ ＊ |=|i ａ－ｗｋ ＊ By setting the amplitude of the current flowing through each system 101, 102 to be equal, the heat generation amounts of each system 101, 102 can be made equal. Therefore, a temperature difference is less likely to occur between the components constituting the first system 101 and the components constituting the second system 102. As a result, the heat generation amount of the electric unit 11 as a whole is likely to increase. In addition, it is particularly easy to speed up the completion of warm-up of the battery 10.

[0150] The control methods for the electric vehicle according to the first to third embodiments are the first stator windings U, V, and W in which the currents flowing therethrough are independently controlled. １ and the second stator winding UVW ２ In an electric vehicle (100) having an electric unit (11) including a multiple-winding motor (20) having a first stator winding U, V, W, and W, the control device (controller 12) warms up an on-board device (e.g., a battery 10) using heat generated in the electric unit (11). When the on-board device (10) needs to be warmed up while the electric vehicle (100) is running, the control device (controller 12) warms up the on-board device (e.g., a battery 10) using heat generated in the electric unit (11). １ , second stator winding UVW ２ , or the first stator winding UVW １ and second stator winding UVW ２ The d-axis current i ｄ１ , i ｄ２ The size of |i ｄ１ |, |i ｄ２The electric current command generating unit 31 increases the heat generated in the electric unit 11 by increasing |. When the in-vehicle device 10 needs to be warmed up while the electric vehicle 100 is running, the electric current command generating unit 31 increases the heat generated in the electric unit 11 by increasing |. １ The phase of the current flowing through the second stator windings U, V, and W ２ The phases of the currents flowing through the

[0151] In this way, when the battery 10 or the like needs to be warmed up while the electric vehicle 100 is running, the first system 101 (first stator windings U, V, W) １ ) and the phase of the current flowing through the second system 102 (second stator windings U, V, W) ２ ) is set to a different value, the first system DC current i ｄｃ１ and the second system DC current i ｄｃ２ Therefore, the first system DC current i ｄｃ１ and the second system DC current i ｄｃ２ The current ripples of the DC current i ＤＣ In addition, the current ripple caused by the harmonic components of the interlinkage magnetic flux is also reduced. Therefore, even if the d-axis current is increased to warm up the battery 10 while the electric vehicle 100 is running, the DC current i ＤＣ Since the current limit is unlikely to occur, it is possible to significantly increase the amount of heat generated by the electric unit 11. As a result, the warm-up of the battery 10 can be completed quickly.

[0152] The above describes embodiments and modifications of the present invention, but the configurations described in the above embodiments and modifications merely illustrate some of the application examples of the present invention and are not intended to limit the technical scope of the present invention.

Claims

A control method for an electric vehicle having an electric unit including a multiplex-winding motor having a first stator winding and a second stator winding, the multiplexed windings having currents independently controlled, the method warming up on-vehicle equipment using heat generated in the electric unit, When the in-vehicle device needs to be warmed up while the electric vehicle is running, Increasing the magnitude of a d-axis current flowing through the first stator winding, the second stator winding, or both the first stator winding and the second stator winding increases the heat generated in the electric unit; and a phase of a current flowing through the first stator winding and a phase of a current flowing through the second stator winding are set to different values; A method for controlling an electric vehicle.

2. A control method for an electric vehicle according to claim 1, a positive d-axis current is passed through one of the first stator winding and the second stator winding, and a negative d-axis current is passed through the other of the first stator winding and the second stator winding; A method for controlling an electric vehicle.

3. The method for controlling an electric vehicle according to claim 2, The magnitudes of the d-axis currents flowing through the first stator winding and the second stator winding are made equal. A method for controlling an electric vehicle.

4. The method for controlling an electric vehicle according to claim 3, periodically switching the signs of the d-axis currents flowing through the first stator winding and the second stator winding over time; A method for controlling an electric vehicle.

3. The method for controlling an electric vehicle according to claim 2, Among the d-axis currents flowing through the first stator winding and the second stator winding, the positive d-axis current is made larger than the negative d-axis current. A method for controlling an electric vehicle.

3. The method for controlling an electric vehicle according to claim 2, acquiring a temperature of a first inverter that controls a current flowing through the first stator winding and a temperature of a second inverter that controls a current flowing through the second stator winding; When the temperature of the first inverter is equal to or lower than the temperature of the second inverter, a positive d-axis current is caused to flow through the first stator winding and a negative d-axis current is caused to flow through the second stator winding; When the temperature of the first inverter is higher than the temperature of the second inverter, a negative d-axis current is caused to flow through the first stator winding and a positive d-axis current is caused to flow through the second stator winding. A method for controlling an electric vehicle.

3. The method for controlling an electric vehicle according to claim 2, The magnitude of the current flowing through the first stator winding is made equal to the magnitude of the current flowing through the second stator winding. A method for controlling an electric vehicle. 　 A control device for an electric vehicle having an electric unit including a multiplexed winding electric motor having a first stator winding and a second stator winding, the multiplexed windings having currents independently controlled, the control device warming up on-vehicle equipment using heat generated in the electric unit, a current command generation unit that increases the magnitude of a d-axis current flowing through the first stator winding, the second stator winding, or the first stator winding and the second stator winding when warming up of the on-vehicle equipment is required while the electric vehicle is traveling, thereby increasing heat generated in the electric unit; the current command generating unit sets a phase of the current flowing through the first stator winding and a phase of the current flowing through the second stator winding to different values ​​when warming up of the in-vehicle device becomes necessary while the electric vehicle is traveling. Control device for electric vehicles.

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