Oil temperature increasing system and method for eco-friendly vehicle

Abstract

An oil temperature increasing system and method for an eco-friendly vehicle includes: an oil-temperature detector configured to detect a temperature of oil flowing to a motor and a transmission by an electric oil pump; and a controller configured to receive a detection signal of the oil-temperature detector, and apply a current for increasing temperature to the motor when the oil temperature is less than a predetermined reference temperature. A temperature of the motor is increased by the current applied to the motor, such that the oil temperature is increased by heat of the motor.

Claims

1. An oil temperature increasing system for an eco-friendly vehicle, the system comprising: an oil-temperature detector configured to detect a temperature of oil flowing to a motor and a transmission by an electric oil pump; and a controller configured to: receive a detection signal of the oil-temperature detector, apply a current for increasing temperature to the motor when the oil temperature is less than a predetermined reference temperature, apply the current for increasing temperature as a d-axis current to the motor when a shift stage of the vehicle is a Parking (P) stage, and apply the current for increasing temperature to the motor and to select an operating point that maximally applies the current in an equal torque line of a current map for driving the motor when a shift stage of the vehicle is a Drive (D) stage, wherein a temperature of the motor is increased by the current applied to the motor, such that the oil temperature is increased by heat of the motor.

2. The oil temperature increasing system of claim 1, wherein the controller applies the d-axis current to the motor for increasing temperature to reach a maximum d-axis current value with a predetermined gradient for a predetermined period of time.

3. The oil temperature increasing system of claim 1, wherein, when the oil temperature equal to or more than the predetermined reference temperature is detected after applying the current to the motor, the controller stops applying the current to the motor.

4. The oil temperature increasing system of claim 1, wherein the controller is configured to apply the current for increasing temperature as the d axis current only to the motor when a shift stage of the vehicle is a Parking (P) stage.

5. An oil temperature increasing method for an eco-friendly vehicle, the method comprising: detecting, by an oil-temperature detector, a temperature of oil flowing to a motor and a transmission by an electric oil pump; and applying, by a controller, a current for increasing temperature to the motor, when a detection signal of the oil-temperature detector is received and the oil temperature is less than a predetermined reference temperature, wherein, the controller applies the current as a d-axis current to the motor when a shift stage of the vehicle is a Parking (P) stage, and when a shift stage of the vehicle is a Drive (D) stage, the controller selects an operating point at which the current is maximally applied in an equal torque line of a current map for driving the motor, wherein the temperature of oil is increased by heat of the motor as a temperature of the motor is increased by applying the current to the motor.

6. The oil temperature increasing method of claim 5, wherein the d-axis current is applied to the motor to reach a maximum d-axis current value with a predetermined gradient for a predetermined period of time.

7. The oil temperature increasing method of claim 5, wherein, when the oil temperature equal to or more than the predetermined reference temperature is detected after applying the current for increasing temperature to the motor, the controller stops applying the current to the motor.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The above and other objectives, features, and other advantages of the present disclosure will be more clearly understood from the following detailed description when taken in conjoint with the accompanying drawings, in which:

(2) FIG. 1 is a schematic power transmission diagram showing an example of a power train of a hybrid vehicle;

(3) FIG. 2 is a control block diagram showing an oil temperature increasing system for an eco-friendly vehicle according to an exemplary embodiment of the present disclosure;

(4) FIG. 3 is a flowchart showing an oil temperature increasing method for an eco-friendly vehicle according to an exemplary embodiment of the present disclosure;

(5) FIG. 4 is a graph showing a method of applying a temperature-increasing current to a motor so as to increase an oil temperature when the eco-friendly vehicle according to an exemplary embodiment of the present disclosure is stopped;

(6) FIG. 5 is a graph showing a method of applying the temperature-increasing current to the motor so as to increase the oil temperature when the eco-friendly vehicle according to an exemplary embodiment of the present disclosure is driven; and

(7) FIG. 6 is a graph showing a test example result for an oil-temperature increase test when the eco-friendly vehicle according to an exemplary embodiment of the present disclosure is stopped.

DETAILED DESCRIPTION

(8) Hereinafter, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.

(9) As described above with reference to FIG. 1, the electric oil pump 20 driven under the control of the oil pump control unit 21 is mounted on the predetermined position of the transmission housing that covers the transmission 13, among the components of the power train of the hybrid vehicle, and the oil circulation path for cooling is formed in the motor 12 and the transmission 13.

(10) Thus, as the oil for cooling and lubrication flows along the oil circulation path of the motor 12 and the transmission 13 by operating the electric oil pump 20, the motor 12 and the transmission 13 are cooled.

(11) However, the viscosity of the oil circulated by operating the electric oil pump 20 is increased in an environment having a low temperature that is less than a predetermined reference temperature. In order to circulate the oil of the increased viscosity, it is necessary to further increase the output of the electric oil pump. However, since the output of the electric oil pump has a fixed output according to the standard Liter Per Minute (LPM) specification, there is a limit to increase the output for circulating the high-viscosity oil.

(12) Meanwhile, a driving motor applied to the hybrid vehicle or the electric vehicle mainly uses an interior permanent magnet synchronous motor (IPMSM) configured such that a permanent magnet is embedded in a rotor.

(13) In the case of the interior permanent magnet synchronous motor, the rotating torque of the rotor is generated by interaction between a rotating magnetic field generated by a three-phase current applied to a coil of a stator, and a magnetic field of the permanent magnet of a rotor core.

(14) Here, heat is generated in proportion to the square of the current applied to the coil of the stator.

(15) In consideration of the problems in which there is a limit to increase the output of the electric oil pump to a level for circulating the high-viscosity oil, and the heat is generated by the current applied to the coil of the stator, the disclosure is intended to increase the motor temperature by applying a temperature-increasing current to the motor when a vehicle is stopped and driven under low-temperature environment conditions, and to transfer the heat of the motor caused by the increase in temperature to oil flowing through the oil circulation passage of the motor, thus preventing the viscosity of the oil from being increased in the low temperature environment, and simultaneously maintaining the viscosity of the oil so that the oil can be easily circulated by the electric oil pump.

(16) Referring to FIG. 2, the oil temperature increasing system according to an exemplary embodiment of the present disclosure includes an oil-temperature detector 30 that detects the temperature of the oil circulated to the motor 12 and the transmission 13 by the electric oil pump 20, and a controller 40 that receives the detection signal of the oil-temperature detector 30 and applies the temperature-increasing current to the motor 12 when the temperature of the oil is less than a predetermined reference temperature.

(17) The oil-temperature detector 30 may include an oil temperature sensor that detects the temperature of the oil discharged from the electric oil pump 20 and fed to the motor 12 and the transmission 13.

(18) As shown in FIG. 2, the controller 40 may be composed of a single integrated controller or a plurality of controllers including a hybrid controller 42 that is an uppermost controller to receive a detection signal of the oil-temperature detector 30 and a current shift-stage signal of a transmission controller 41, thus commanding a current for the motor 12, and a motor controller 43 that controls the current for the motor 12 according to the current command of the hybrid controller 42.

(19) Particularly, the controller 40 is configured to receive the detection signal of the oil-temperature detector 30 and the current shift-stage signal of the transmission controller 41, and to apply the temperature-increasing current to the motor 12 when the oil temperature is less than a predetermined reference temperature, and to apply temperature-increasing currents in a P stage (when stopped) and a drive (D) stage (when driven) in different ways.

(20) The controller 40 may be configured to receive the detection signal of the oil-temperature detector 30, thus applying the temperature-increasing current to the motor 12 when the oil temperature is less than the predetermined reference temperature, and is configured to receive the current shift-stage signal of the transmission controller 41, thus applying a d-axis current as the temperature-increasing current to the motor 12 when the shift stage of the vehicle is the P stage.

(21) At this time, if the d-axis current I.sub.d is applied to the motor 12 when the vehicle is stopped (the vehicle is stopped by a P stage gear), the driving torque T of the motor 12 becomes equal to zero according to a torque equation described in the following Equation 1, because a q-axis current I.sub.q is zero.

(22) $\begin{array}{cc}T=\frac{3}{2}{P}_n\left({\psi }_m{I}_q+\left(L_d-L_q\right)I_d{I}_q\right)& \left[\mathrm{Equation}1\right]\end{array}$

(23) In the above Equation 1, Ψ.sub.mI.sub.q represents torque by a field magnetic flux, and (L.sub.d−L.sub.q)I.sub.dI.sub.q represents torque by reluctance.

(24) Thus, when the vehicle is stopped in the P stage, only the d-axis current I.sub.d is applied to the motor 12 and simultaneously the q-axis current I.sub.q is zero. Hence, the temperature of the motor 12 may rise easily in the state where the driving torque of the motor 12 resulting in the rotation of the motor 12 is not generated.

(25) In other words, in the state where the motor 12 is not rotated by the d-axis current applied to the motor 12, namely, the d-axis current applied to the coil of the stator, heat is generated, so that the temperature of the motor 12 may rise.

(26) Subsequently, as the heat of the motor 12 due to the increase in temperature of the motor 12 is transferred to the oil flowing through an oil circulation passage 12-1 of the motor 12, the temperature of the oil may rise, thereby preventing the viscosity of the oil from increasing in the low temperature environment, and simultaneously maintaining the viscosity of the oil so that the oil may be easily circulated by the electric oil pump.

(27) The driving torque of the motor 12 may be generated due to an error such as a resolver angle of the motor 12. However, since the magnitude of the torque that a parking gear may withstand in the P stage is designed to be three or more times as large as a maximum torque of the motor, it is possible to prevent damage to the parking gear and the movement of the vehicle even if the d-axis current I.sub.d is applied to the motor when the vehicle is stopped in the parking (P) stage.

(28) Due to the momentary torque generation of the motor, shock may occur because a gap exists between parking gear teeth in the P stage, as shown in FIG. 4, when the d-axis current for increasing the temperature is applied to the motor, the controller 40 applies the current to reach a maximum d-axis current value with a predetermined gradient for a predetermined period of time, thus easily preventing a shock phenomenon due to the momentary torque generation of the motor.

(29) The controller 40 may be configured to receive the detection signal of the oil-temperature detector 30, thus applying the temperature-increasing current to the motor 12 when the temperature of the oil is less than the predetermined reference temperature, and to receive the current shift-stage signal of the transmission controller 41, thus selecting an operating point that maximally applies a current in an equal torque line of a current map for driving the motor when the shift stage of the vehicle is the D stage.

(30) The current map is mapping data included in the controller, and is used to control the current (torque) for the motor.

(31) For reference, as shown in FIG. 5, the current map may be formed such that a plurality of equal torque lines T.sub.1, T.sub.2, . . . T.sub.max is present in a current limit range (shown by a current limit circle in FIG. 5), and a plurality of operating points at which current applied to the motor is varied is present along each equal torque line.

(32) Maximum Torque Per Ampere (MTPA) in FIG. 5 shows a curve having the maximum torque magnitude per unit current.

(33) Therefore, when the oil temperature is less than the predetermined reference temperature and the shift stage of the vehicle is the D stage, the controller 40 changes the operating point of the motor into an operating point to which the current is maximally applied, in the equal torque line of the current map for driving the motor.

(34) For example, when the controller controls the torque for the motor during the driving of the vehicle, torque may be controlled with an operating point (operating point at which minimum current and maximum torque are generated) present along the MTPA curve. However, as shown by the arrow of FIG. 5, the operating point is changed into an operating point on the equal torque line at which the largest amount of current may be applied, namely, an operating point at which the q-axis current may be reduced but the d-axis current may be increased to the maximum.

(35) Thus, when the oil temperature is less than the predetermined reference temperature and the shift stage of the vehicle is the D stage, the controller 40 changes the operating point of the motor into the operating point to which the current is maximally applied, in the equal torque line of the current map for driving the motor, so that a temperature-increasing current may be further applied to the motor 12. Furthermore, the heat of the motor caused by the increase in temperature of the motor is transferred to the oil flowing through the oil circulation passage 12-1 of the motor, so that the temperature of the oil may rise quickly while the vehicle is driving. Thus, it is possible to prevent the viscosity of the oil from increasing in the low temperature environment, and to simultaneously keep the oil viscosity such that the oil may be easily circulated by the electric oil pump.

(36) Here, an oil temperature increasing method for an eco-friendly vehicle according to the present disclosure will be described in sequence.

(37) FIG. 3 is a flowchart showing the oil temperature increasing method for the eco-friendly vehicle according to an exemplary embodiment of the present disclosure.

(38) First, the oil-temperature detector 30 detects the temperature of the oil that is circulated to the motor 12 and the transmission 13 by the electric oil pump, and then transmits the oil temperature to the controller 40.

(39) Subsequently, the controller 40 checks whether the oil temperature is less than the predetermined reference temperature k, at step S101.

(40) Based on the checked result, when the oil temperature is less than the predetermined reference temperature, the current shift-stage signal of the transmission controller 41 is received, so that the current shift stage is identified, at steps S102 and S103.

(41) When it is identified at step 102 that the current shift stage is the P stage, the controller 40 applies the d-axis current I.sub.d as the temperature-increasing current to the motor 12. To be more specific, the controller applies the current to reach the maximum d-axis current value with a predetermined gradient for a predetermined period of time, at step S104.

(42) As such, when the vehicle is stopped in the P stage, only the d-axis current I.sub.d is applied to the motor 12 and simultaneously the q-axis current I.sub.q is zero, so that the driving torque of the motor that may cause the rotation of the motor is not generated.

(43) Thus, in the state where the motor is not rotated by the d-axis current applied to the motor 12, namely, the d-axis current applied to the coil of the stator, heat is generated, so that the temperature of the motor may rise.

(44) Subsequently, as the heat of the motor due to the increase in temperature of the motor 12 is transferred to the oil flowing through an oil circulation passage 12-1 of the motor 12, the temperature of the oil may rise, thereby preventing the viscosity of the oil from increasing in the low temperature environment, and simultaneously maintaining the viscosity of the oil so that the oil may be easily circulated by the electric oil pump.

(45) After the step of applying the current to reach the maximum d-axis current value, the oil temperature is compared with the reference temperature k at step S108.

(46) Referring to FIG. 6 that shows the test example of the present disclosure, it can be seen that, when the d-axis current 280A is applied to the motor 12 in the P stage, the motor temperature rises from 29° C. to 66° C. and the oil temperature rises from 28° C. to 45° C. This demonstrates that the oil temperature may rise by only applying the d-axis current to the motor 12 in the low temperature environment.

(47) On the other hand, when it is identified that the current shift stage of the vehicle is the D stage at step S103, the controller 40 changes the operating point of the motor 12 into the operating point to which the current is maximally applied, in the equal torque line of the current map for driving the motor 12, at step S105.

(48) As such, the controller 40 changes the operating point of the motor 12 into the operating point to which the current is maximally applied, in the equal torque line of the current map for driving the motor 12, so that a temperature-increasing current may be further applied to the motor 12. Furthermore, the heat of the motor caused by the increase in temperature of the motor is transferred to the oil flowing through the oil circulation passage 12-1 of the motor, so that the temperature of the oil may rise quickly while the vehicle is driving. Thus, it is possible to prevent the viscosity of the oil from increasing in the low temperature environment, and to simultaneously keep the oil viscosity such that the oil may be easily circulated by the electric oil pump.

(49) After the step of increasing the oil temperature, the oil temperature is compared with the reference temperature k at step S106. Here, when it is detected for a predetermined period of time that the oil temperature is equal to or more than the predetermined reference temperature, the controller performs a control operation to stop the step of applying the temperature-increasing current to the motor at step S107.

(50) Although the present disclosure was described with reference to specific embodiments shown in the drawings, it is apparent to those skilled in the art that the present disclosure may be changed and modified in various ways without departing from the scope of the present disclosure, which is described in the following claims.