JP2009219200A - Power system of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress a rise of a reactor temperature in accordance with a plurality of temperature rise factors of a reactor without giving large sense of incongruity to a vehicle occupant in a power system of a hybrid vehicle comprising a converter for comprising the reactor and for converting DC voltage. <P>SOLUTION: A controller 50 detects the rise of the reactor temperature based on a detection value of a temperature sensor 14 arranged in the reactor L1 in a step-up/step-down converter 15. Upon detecting the rise of the reactor temperature, boosting voltage limiting for gradually dropping boosting voltage of the step-up/step-down converter 15 to a prescribed threshold, charging/discharging current limiting for gradually dropping charging/discharging current of a travel battery B to the prescribed threshold and output limiting for gradually dropping output power to an auxiliary machine system to the threshold are performed stepwise in accordance with prescribed priority. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a power supply system for a hybrid vehicle, and more specifically, suppresses an increase in reactor temperature in a power supply system for a hybrid vehicle that includes a converter for DC voltage conversion including a reactor. Regarding control.

  2. Description of the Related Art Conventionally, as one type of AC motor drive system, a configuration has been used in which a DC voltage variably controlled by a converter is converted to an AC voltage that drives and controls the AC motor by an inverter.

  For example, in FIG. 11 of International Publication No. WO2002 / 065628 (Patent Document 1), a DC / DC converter that performs a step-up / step-down operation by turning on and off a reactor passing current is arranged between a DC power source and an inverter. A power output apparatus for a vehicle having a configuration is described. If it does in this way, the alternating voltage of a voltage amplitude higher than the voltage of DC power supply can be applied to each phase coil of a motor from an inverter.

  Furthermore, in the power output device disclosed in Patent Document 1, the voltage between terminals of the smoothing capacitor connected between the converter and the inverter, that is, the output voltage of the converter is limited according to the temperature of the transistors and reactors constituting the converter. Is described. If it does in this way, the rise in the reactor temperature can be suppressed by reducing the ripple component of the reactor depending on the voltage difference between the output voltage of the converter and the DC power supply.

  Alternatively, in Japanese Patent Application Laid-Open No. 2007-259631 (Patent Document 2), in an electric motor drive control system configured to include a boostable converter, a temperature increase of a switching element constituting an inverter is suppressed when the electric motor is locked. Therefore, it is described that the voltage command value is set so as to limit the boosting in the converter.

Japanese Patent Application Laid-Open No. 2001-169401 (Patent Document 3) detects the temperatures of a plurality of power devices that constitute an inverter in an electric vehicle control apparatus, and based on the information on these maximum temperature values, A power device protection device is described that can reliably protect a power device from thermal destruction by limiting the output current.
International Publication No. WO2002 / 065628 (FIGS. 11 and 13) JP 2007-259631 A JP 2001-169401 A

  As described in Patent Document 1, when DC voltage conversion (step-up / step-down) is performed by a converter having a configuration including a reactor, the temperature of the reactor increases due to the passing current. Generally, a reactor has a structure in which a coil winding is wound around a magnetic core. However, when the reactor temperature rises excessively, an adhesive (adhesive) that bonds the coil windings or an insulation coating of the coil windings is formed. There is a risk of melting. Therefore, it is necessary to execute an appropriate temperature rise suppression measure according to the reactor temperature.

  However, in the configuration described in Patent Document 1, if the temperature rise cannot be avoided even if the output voltage of the converter is limited, no further measures can be taken and the power supply system must be turned off. For this reason, there exists a problem from the point which ensures the operating period of a power supply system as much as possible, suppressing the raise of reactor temperature.

  Patent Documents 2 and 3 describe measures for suppressing a temperature rise of a reactor included in a converter, although measures for suppressing a temperature rise of a power semiconductor switching element (power device) constituting a converter or an inverter are described. There is no mention about.

  The present invention has been made to solve such problems, and an object of the present invention is to provide a hybrid vehicle having a converter for converting a voltage output from a DC power source such as a power storage device into a DC voltage. In this power supply system, an increase in the reactor temperature is suppressed in response to a plurality of temperature increase factors of the reactor without causing a great discomfort to the vehicle occupant.

  A power supply system for a hybrid vehicle according to the present invention is a power supply system for a hybrid vehicle equipped with an engine and a vehicle driving motor, and includes a power storage device connected to a first power supply wiring, a first load, a converter, First and second loads, a converter, and a control device that controls the operation of the power storage device. The first load operates with power supplied from the first power supply wiring. The converter is connected between a second power supply line connected to a second load including a vehicle drive motor and the first power supply line, and a bidirectional DC voltage between the first and second power supply lines. It is configured to perform the conversion. The converter includes a reactor electrically connected between the first and second power supply wires, a power semiconductor switching element that controls a passing current of the reactor by turning on and off, and a temperature detector that detects the temperature of the reactor. . When the detected temperature of the reactor exceeds a predetermined temperature, the control device includes a first limit for reducing the output voltage of the converter, a second limit for reducing the charge / discharge current of the power storage device, and the first load. The third restriction for restricting the supplied power is executed stepwise according to a predetermined priority.

  According to the above hybrid vehicle power supply system, when the converter reactor temperature rises, the converter output voltage limit (first limit) for reducing the ripple current component of the reactor current and the DC component of the reactor current are suppressed. Charge / discharge current limit (second limit) and output limit (third limit) of the first load connected between the power storage device and the converter for reducing the reactor current due to the regenerative power from the vehicle drive motor Can be executed step by step according to a predetermined priority. Therefore, since the rise in the reactor temperature can be suppressed by widely responding to the temperature rise factor of the reactor, the operation period of the power supply system can be increased as compared with the case where only the output voltage of the converter is limited. Moreover, since a plurality of restrictions are executed in stages, it is possible to avoid giving the vehicle occupant a great discomfort.

  Preferably, when the detected temperature of the reactor exceeds a predetermined temperature, the control device shifts to a first limit mode in which one of the first limit and the second limit is executed, and in the first limit mode If the detected temperature of the reactor does not decrease to the predetermined range even if one of the limits is executed to the predetermined limit value, the process proceeds to the second limit mode, and after the one limit is executed to the limit value, the first limit is reached. The second restriction and the second restriction are further executed.

  More preferably, if the detected temperature of the reactor does not decrease to the predetermined range even if the other limit is executed to the predetermined limit value in the second limit mode, the control device shifts to the third limit mode. The third restriction is further executed after the first and second restrictions are executed to the respective limit values.

  In this way, when the reactor temperature rises, the output restriction on the second load is preferentially executed, thereby restricting the output of the vehicle driving motor that can be covered by the engine, thereby suppressing the reactor temperature rise. be able to. As a result, priorities for executing a plurality of restrictions can be determined so as to reduce a direct influence on the vehicle occupant.

  Preferably, the control device releases both of the first and second restrictions when the detected temperature of the reactor falls to a predetermined range in the first restriction mode. Alternatively, preferably, in the second restriction mode, when the temperature of the reactor falls to a predetermined range, the control device releases the other restriction and shifts to the first restriction mode.

  In this way, when the reactor temperature rise is suppressed by the restriction set stepwise according to the predetermined priority order, the restriction executed in the order opposite to the priority order is released in order from the relatively later executed order. be able to.

  In this case, the air conditioner system equipment (compressor motor etc.), auxiliary battery system equipment (audio or electronic control unit (ECU), various small motors etc.), and power steering system equipment (power steering motor etc.) are included. Since the output restriction for the first load is set to a priority order that can be executed after the output restriction for the second load including the vehicle driving motor, the priority order of restriction is set with consideration given to suppressing discomfort for vehicle occupants. can do.

  More preferably, the priority order in the third restriction mode is such that the detected temperature of the reactor does not drop to a predetermined range even if the output power of the air conditioning power converter and the power steering power converter are respectively limited to a predetermined limit value. In this case, it is determined to limit the output power of the auxiliary battery power converter.

  In this way, the output restriction to the auxiliary battery system including the ECU can be executed only when the temperature rise of the reactor cannot be suppressed even if the output restriction is performed on the other system. Limiting priorities can be set to ensure as long as possible the operating period of the system.

  More preferably, in the third limit mode, the control device is configured when the detected temperature of the reactor does not decrease to a predetermined range even if the output power of the auxiliary battery power converter is limited to a predetermined limit value. Is configured to turn off the power system.

  If it does in this way, safety | security can be ensured by turning off a power supply system, when the raise of reactor temperature cannot be suppressed even if restrict | limiting the output electric power to the auxiliary battery system containing ECU.

  Alternatively, more preferably, in the third limit mode, the control device may limit the reactor power during the output power limit of the power converter to which the output limit is first applied according to the priority order among the plurality of power converters. When the detected temperature falls to a predetermined range, the output restriction of each power converter is released and the process proceeds to the second restriction mode.

  In this way, in the third restriction mode, when the reactor temperature rise is suppressed for the output restriction that is executed stepwise according to the predetermined priority order, it is relatively backward in the order opposite to the priority order. Can be released in order from the output restriction executed in step.

  According to the present invention, in a power supply system for a hybrid vehicle having a converter that converts the output voltage from a direct current power source such as a power storage device into a direct current voltage, a plurality of reactor temperature increases without causing great discomfort to the vehicle occupant It is to suppress the rise in the reactor temperature corresponding to the factor.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following, the same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated in principle.

  FIG. 1 is a block diagram illustrating an example of a configuration of a hybrid vehicle 100 in which a power supply system for a hybrid vehicle according to an embodiment of the present invention is mounted.

  Referring to FIG. 1, hybrid vehicle 100 includes an engine 110, a power split mechanism 120, motor generators MG <b> 1 and MG <b> 2, a speed reducer 130, a drive shaft 140 and wheels (drive wheels) 150.

  Hybrid vehicle 100 further includes a traveling battery B shown as a representative example of a power storage device for driving and controlling motor generators MG1 and MG2, a converter 15, smoothing capacitors C0 and C1, inverters 20 and 30, And a control device 50.

  The engine 110 is constituted by, for example, an internal combustion engine such as a gasoline engine or a diesel engine. The engine 110 is provided with a cooling water temperature sensor 112 that detects the temperature of the cooling water. The output of the cooling water temperature sensor 112 is sent to the control device 50.

  Power split device 120 is configured to be able to split the power generated by engine 110 into a route to drive shaft 140 and a route to motor generator MG1. As the power split mechanism 120, a planetary gear mechanism having three rotation shafts of a sun gear, a planetary gear, and a ring gear can be used.

  For example, engine 110 and motor generators MG1 and MG2 can be mechanically connected to power split mechanism 120 by making the rotor of motor generator MG1 hollow and passing the crankshaft of engine 110 through the center thereof. Specifically, the rotor of motor generator MG1 is connected to the sun gear, the output shaft of engine 110 is connected to the planetary gear, and output shaft 125 is connected to the ring gear. The output shaft 125 connected to the rotation shaft of the motor generator MG2 is connected to a drive shaft 140 for rotationally driving the drive wheels 150 via the speed reducer 130. A reduction gear for the rotation shaft of motor generator MG2 may be further incorporated.

  Motor generator MG <b> 1 operates as a generator driven by engine 110 and operates as an electric motor that starts engine 110, and is configured to have both functions of an electric motor and a generator. Similarly, motor generator MG2 is incorporated into hybrid vehicle 100 so that the output is transmitted to drive shaft 140 via output shaft 125 and reduction gear 130. Further, motor generator MG2 is configured to have a function for the electric motor and the generator so as to perform regenerative power generation by generating an output torque in a direction opposite to the rotation direction of wheel 150. That is, the motor generators MG1 and MG2 correspond to “vehicle driving motors”.

  Thus, motor generators MG 1, MG 2 and the output shaft of engine 110 are connected via power split mechanism 120. Thus, in hybrid vehicle 100, for example, the engine generator MG <b> 2 increases in torque (the number of revolutions) in response to an acceleration request due to the driver's operation of accelerator pedal 70 after fixing the number of revolutions of engine 110 in a fuel-efficient region. Increase). Alternatively, during low speed travel where the engine travel is in the low fuel consumption region, it is possible to select a travel mode in which the engine 110 is stopped and travel is performed only by the output of the motor generator MG2.

  Next, a configuration for driving and controlling motor generators MG1 and MG2 will be described.

  As the traveling battery B, a secondary battery such as nickel metal hydride or lithium ion is applicable. In the present embodiment, a description will be given of a configuration in which a traveling battery B configured by a secondary battery is used as a “power storage device”, but a power storage device such as an electric double layer capacitor is applied instead of the traveling battery B. It is also possible to do.

  The battery voltage Vb output from the traveling battery B is detected by the voltage sensor 10, and the battery current Ib input / output to / from the traveling battery B is detected by the current sensor 11. Furthermore, the temperature sensor 12 is provided in the battery B for driving | running | working. Battery voltage Vb, battery current Ib, and battery temperature Tb detected by voltage sensor 10, current sensor 11, and temperature sensor 12 are output to control device 50.

  Running battery B and step-up / down converter 15 are connected by ground line 5 and power supply line 6. That is, the buck-boost converter 15 corresponds to a “converter”, and the power supply line 6 corresponds to a “first power supply wiring”. Smoothing capacitor C <b> 1 is connected between ground line 5 and power supply line 6. Note that the power supply system is turned on when the power supply system is turned on (during vehicle operation) between the positive terminal of the battery B and the power line 6 and between the negative terminal of the battery B and the ground line 5. A system main relay (not shown) that is turned off when the vehicle is turned off (when the vehicle operation is stopped) is provided.

  Buck-boost converter 15 includes a reactor L1 and power semiconductor elements (hereinafter referred to as “switching elements”) Q1 and Q2 that are switching-controlled. Reactor L1 is connected between a connection node of switching elements Q1 and Q2 and power supply line 6. The temperature sensor 14 is composed of a thermistor or the like, and detects the temperature of the reactor L1. The detected temperature Tl by the temperature sensor 14 is output to the control device 50.

  The smoothing capacitor C 0 is connected between the power supply line 7 and the ground line 5. Voltage sensor 13 detects a DC voltage (hereinafter also referred to as “system voltage”) VH between power supply line 7 and ground line 5.

  Power semiconductor switching elements Q 1 and Q 2 are connected in series between power supply line 7 and ground line 5. On / off of power semiconductor switching elements Q 1 and Q 2 is controlled by switching control signal SCNV from control device 50.

  In the embodiment of the present invention, an IGBT (Insulated Gate Bipolar Transistor), a power MOS (Metal Oxide Semiconductor) transistor, a power bipolar transistor, or the like can be used as the switching element. Anti-parallel diodes D1, D2 are arranged for switching elements Q1, Q2.

  Further, an air conditioner inverter 160, a DC / DC converter 170, and a power steering inverter 190 are connected in parallel to the ground line 5 and the power supply line 6.

  The air conditioner inverter 160 converts the DC power on the power line 6 into AC power, and drives and controls the air conditioning compressor motor 165. DC / DC converter 170 steps down the DC voltage on power supply line 6 to the voltage of auxiliary battery 180 and supplies DC power to auxiliary load 185 that receives operating power from auxiliary battery 180. The auxiliary machine load 185 includes, for example, an electronic control unit (ECU), various small motors mounted on the vehicle, and the like.

  The power steering inverter 190 converts the DC power on the power supply line 6 into AC power, and drives and controls a power steering motor 195 that constitutes an electric power steering for assisting the steering force of the driver.

  The DC voltage side of inverters 20 and 30 is connected to buck-boost converter 15 via common ground line 5 and power supply line 7. In other words, the power supply line 7 corresponds to “second power supply wiring”.

  Since each of inverters 20 and 30 is a general three-phase inverter composed of a plurality of switching elements (not shown), description of the detailed configuration is omitted.

  Motor generator MG1 includes a U-phase coil winding U1, a V-phase coil winding V1 and a W-phase coil winding W1 provided on the stator, and a rotor (not shown). One end of U-phase coil winding U1, V-phase coil winding V1 and W-phase coil winding W1 are connected to each other at neutral point N1, and the other end is connected to each phase arm (not shown) of inverter 20, respectively. Connected. Inverter 20 performs bidirectional DC / AC power conversion by on / off control (switching control) of a switching element (not shown) in response to switching control signal SINV1 from control device 50.

  Motor generator MG2 is configured similarly to motor generator MG1, and includes a U-phase coil winding U2, a V-phase coil winding V2 and a W-phase coil winding W2 provided on the stator, and a rotor (not shown). . As with motor generator MG1, one end of U-phase coil winding U2, V-phase coil winding V2 and W-phase coil winding W2 are connected to each other at neutral point N2, and the other end is not shown in FIG. Connected to each phase arm.

  Inverter 30 performs bidirectional DC / AC power conversion in the same manner as inverter 20 by on / off control (switching control) of a switching element (not shown) in response to switching control signal SINV2 from control device 50.

  Each of motor generators MG1, MG2 is provided with a current sensor 27 and a rotation angle sensor (resolver) 28. Since the sum of instantaneous values of the three-phase currents iu, iv, and iw is zero, the current sensor 27 detects the motor current for two phases (for example, the V-phase current iv and the W-phase current iw) as shown in FIG. It is enough to arrange it to do. Rotation angle sensor 28 detects a rotation angle θ of a rotor (not shown) of motor generators MG 1, MG 2 and sends the detected rotation angle θ to control device 50. Control device 50 can calculate rotational speed Nmt (rotational angular velocity ω) of motor generators MG1 and MG2 based on rotational angle θ.

  The motor current MCRT (1) and the rotor rotation angle θ (1) of the motor generator MG1 and the motor current MCRT (2) and the rotor rotation angle θ (2) of the motor generator MG2 detected by these sensors are the control device. 50. Further, control device 50 provides a motor command MG1 torque command value Tqcom (1) and a control signal RGE (1) indicating a regenerative operation, and a motor generator MG2 torque command value Tqcom (2) and a regenerative operation. The control signal RGE (2) indicating the operation is received.

A control device 50 including an electronic control unit (ECU) includes a microcomputer (not shown), a RAM (Random Access Memory) 51, and a ROM (Read Only Memory) 52.
And switching control of the step-up / down converter 15 and the inverters 20 and 30 so that the motor generators MG1 and MG2 operate according to a motor command input from a host electronic control unit (ECU) according to a predetermined program process. Switching control signals SCNV, SINV1, and SINV2 are generated. Alternatively, at least a part of the ECU 50 may be configured to execute predetermined numerical / logical operation processing by hardware such as an electronic circuit.

Further, the control device 50 is input with information such as a charging rate (SOC: State of Charge) and input / output possible electric energy Win and Wout indicating charging / discharging limitation regarding the traveling battery B.
Thus, control device 50 has a function of limiting power consumption and generated power (regenerative power) in motor generators MG1 and MG2 as necessary so that overcharge or overdischarge of battery B for traveling does not occur. .

  In the present embodiment, the mechanism for switching the switching frequency in the inverter control by the single control device (ECU) 50 has been described. However, the same control configuration is realized by the cooperative operation of the plurality of control devices (ECU). Is also possible.

  As is well known, acceleration and deceleration / stop commands for the hybrid vehicle 100 by the driver are input by operating the accelerator pedal 70 and the brake pedal 71. An operation (depression amount) of the accelerator pedal 70 and the brake pedal 71 by the driver is detected by an accelerator pedal depression amount sensor 73 and a brake pedal depression amount sensor 74.

  The accelerator pedal depression amount sensor 73 and the brake pedal depression amount sensor 74 respectively output voltages corresponding to the depression amounts of the accelerator pedal 70 and the brake pedal 71 by the driver. Output signals ACC and BRK indicating the depression amounts of the accelerator pedal depression amount sensor 73 and the brake pedal depression amount sensor 74 are input to the control device 50.

  Next, operations of step-up / down converter 15 and inverters 20 and 30 in drive control of motor generators MG1 and MG2 will be described.

  During the step-up operation of buck-boost converter 15, control device 50 sets a command value VHref of system voltage VH (hereinafter also simply referred to as voltage command value VHref) according to the operating state of motor generators MG1 and MG2, and voltage command Based on value VHref and the detected value of system voltage VH by voltage sensor 13, switching control signal SCNV is generated so that the output voltage of buck-boost converter 15 is equal to voltage command value VHref.

  As is well known, the input / output voltage ratio of the buck-boost converter 15, that is, VH / Vb, is determined by the duty ratio (on-period ratio) of the switching elements Q1 and Q2. Therefore, control device 50 appropriately sets the duty ratio of switching elements Q1, Q2 according to the voltage ratio between battery voltage Vb and voltage command value VHref and / or the voltage difference of detected system voltage VH with respect to voltage command value VHref. The switching control signal SCNV is generated so as to be set to.

  Smoothing capacitor C0 smoothes the DC voltage (system voltage) from buck-boost converter 15 and supplies the smoothed DC voltage to inverters 20 and 30.

  When the torque command value of corresponding motor generator MG2 is positive (Tqcom (2)> 0), inverter 30 performs an on / off operation of a switching element (not shown) in response to switching control signal SINV2 from control device 50. (Switching operation) drives motor generator MG2 to convert system voltage VH from smoothing capacitor C0 into a three-phase AC voltage and output a positive torque. Further, when the torque command value of motor generator MG2 is zero (Tqcom (2) = 0), inverter 30 converts system voltage VH to output torque of motor generator MG2 through a switching operation in response to switching control signal SINV2. Is converted to a three-phase AC voltage such that becomes zero and supplied to motor generator MG2.

  Further, during regenerative braking of hybrid vehicle 100 in which motor generator MG2 generates electric power in response to the rotational force from wheels 150, the torque command value of motor generator MG2 is set to a negative value (Tqcom (2) <0). In this case, inverter 30 converts the three-phase AC voltage generated by motor generator MG2 into a DC voltage by a switching operation in response to switching control signal SINV2, and raises and lowers the converted DC voltage via smoothing capacitor C0. Supplied to the pressure converter 15. The step-up / down converter 15 supplies the charging current of the battery B for traveling from the power supply line 7 to the power supply line 6 during the ON period of the switching element Q1 according to the duty ratio control.

  Note that regenerative braking here refers to braking that involves regenerative power generation when the driver operating the hybrid vehicle performs a foot brake operation, or the foot brake is not operated, but regenerative braking is performed by turning off the accelerator pedal while driving. This includes decelerating (or stopping acceleration) the vehicle while generating electricity.

  Thus, inverter 30 performs power conversion so that motor generator MG2 operates according to the operation command (torque command value Tqcom (2)) by switching control according to switching control signal SINV2 from control device 50.

  Inverter 20, similarly to the operation of inverter 30 described above, motor generator MG1 operates according to an operation command (torque command value Tqcom (1)) by switching control according to switching control signal SINV1 from control device 50. Thus, power conversion is performed.

  Thus, control device 50 controls driving of motor generators MG1 and MG2 according to torque command values Tqcom (1) and (2), so that in hybrid vehicle 100, generation of vehicle driving force due to power consumption in motor generator MG2 occurs. The generation of charging power of the traveling battery B or power consumption of the motor generator MG2 by power generation by the motor generator MG1, and generation of charging power of the traveling battery B by regenerative braking operation (power generation) by the motor generator MG2, It can be appropriately executed according to the operation state.

  As understood from FIG. 1, in hybrid vehicle 100, battery voltage Vb can be boosted and applied to motor generators MG <b> 1 and MG <b> 2 by buck-boost converter 15. As a result, since the currents of motor generators MG1 and MG2 with respect to the same power output can be reduced, it is possible to reduce power loss and increase driving efficiency. On the other hand, reactor L1 generates heat due to its passing current (also referred to as reactor current).

  Generally, the reactor L1 is provided with a cooling mechanism (not shown), but if the reactor current is large and the heat generation continues to be large, the reactor temperature may rise. In particular, if the reactor temperature rises excessively, the adhesive (adhesive) that bonds the coil windings wound around the magnetic core and the insulation coating of the coil windings may be melted. Therefore, in the power supply system for the hybrid vehicle according to the present embodiment, the reactor temperature rise suppression control as described below is executed.

  FIG. 2 is a functional block diagram illustrating a control configuration of the reactor temperature rise suppression control in the power supply system of the hybrid vehicle according to the embodiment of the present invention. Each functional block shown in FIG. 2 may be configured by a circuit (hardware) having a function corresponding to the block, or may be realized by the ECU 50 executing software processing according to a preset program. Good.

  The control mode management unit 200 manages the execution of the restriction mode for suppressing an increase in the reactor temperature according to the detected temperature Tl by the temperature sensor 14 for detecting the temperature of the reactor L1.

  When the detected temperature Tl becomes equal to or higher than the predetermined temperature, the control mode management unit 200 executes a “first limiting mode” in which the boost voltage limiting unit 210 limits the output voltage of the buck-boost converter 15, that is, the converter boost voltage. In the first limiting mode, the boost voltage limiting unit 210 gradually decreases the voltage command value VHref so that the output voltage of the buck-boost converter 15, that is, the system voltage VH is gradually decreased. When the system voltage VH is lowered, the voltage difference (VH−VB) from the battery voltage Vb is lowered, so that the ripple component of the reactor current is reduced, thereby suppressing the heat generation of the reactor L1.

  The control mode management unit 200 monitors the detected temperature Tl and cancels the first limited mode when the detected temperature Tl decreases to a predetermined temperature range during the first limited mode due to a decrease in the system voltage VH. Thus, the converter boost voltage limit is released. Note that the predetermined temperature range is set lower than the predetermined temperature for determining the start of restriction.

  The control mode management unit 200 maintains the first limit mode when the detected temperature Tl does not decrease to the predetermined temperature range. However, a predetermined limit value VHlim is set for a decrease in system voltage VH in the first limit mode. That is, when voltage command value VHref decreases to limit value VHlim and detection temperature Tl does not decrease to a predetermined temperature range, control mode management unit 200 fixes the output voltage of buck-boost converter 15 at limit value VHlim. Then, the “second limiting mode” for reducing the charging / discharging current of the battery B for traveling is executed.

  In the second restriction mode, charging / discharging current limiting unit 220 changes charging / discharging current upper limit values Ibmax and Ibmin so that battery current Ib (absolute value) gradually decreases. As a result, the output of motor generators MG1, MG2, specifically, torque command values Tqcom (1), (2) are limited. When the absolute value | Ib | of the battery current is reduced, the absolute value of the reactor current is also reduced, so that the heat generation of the reactor L1 is suppressed.

  The control mode management unit 200 monitors the detected temperature Tl, and when the detected temperature Tl decreases to a predetermined temperature range during the second limited mode due to battery current limitation, cancels the second limited mode, The process again shifts to the first restriction mode. That is, the battery charge / discharge current limitation is canceled, and the reactor temperature is suppressed by the converter boost voltage limitation.

  On the other hand, the control mode management unit 200 maintains the second restriction mode when the detected temperature Tl does not fall to the predetermined temperature range. However, the predetermined limit value Iblim is also set for a decrease in the absolute value | Ib | of the battery current in the second limit mode. Therefore, when the detected temperature Tl does not decrease to the predetermined temperature range even if the absolute values | Ibmax | and | Ibmin | of the charge / discharge current upper limit values are decreased to the limit value Iblim, the control mode management unit 200 The output voltage is fixed to the limit value VHlim, and | Ibmax | and | Ibmin | are fixed to the limit value Iblim, and further supplied to the load device group (auxiliary system) connected to the power line 6 A “third restriction mode” is executed in which power restriction is sequentially executed according to a predetermined priority.

  Note that the output of motor generators MG1 and MG2 may be lower than usual due to the battery charge / discharge current limitation and the converter boost voltage limitation. In this case, by increasing the output of engine 110, hybrid vehicle 100 is increased. It is possible to ensure the entire vehicle driving force. However, since it is highly possible that the efficiency of the entire system, that is, the vehicle fuel consumption, is reduced due to the above restriction, it is preferable that the restriction is quickly released as described above when the suppression of the reactor temperature rise is achieved.

  In the third restriction mode, the auxiliary system output restriction unit 230 sequentially outputs the output power of the air conditioner inverter 160, the DCDC converter 170, and the power steering inverter 190, which are supplied with power from the power line 6, according to a predetermined priority order. Restrict. Auxiliary machine system output limiting unit 230 includes an air conditioner output limiting unit 232 that limits the output power of air conditioner inverter 160, a power steering output limiting unit 234 that limits the output power of power steering inverter 190, and the output power of DCDC converter 170. And a DC / DC converter output limiting unit 236 for limiting.

  In the third limit mode, the control mode management unit 200 first maintains the state where the converter boost voltage limit and the battery charge / discharge current limit are executed to a predetermined limit value as described above. The output power of 160 is limited. In response to this, the air conditioner output limiting unit 232 sets the power upper limit value Pacmax so that the output power of the air conditioner inverter 160 is gradually reduced. Thereby, since the power consumption of the battery B for driving | running | working reduces and the charge request | requirement falls relatively, the reactor current resulting from regenerative electric power can be suppressed.

  The control mode management unit 200 monitors the detected temperature Tl during the output power limitation of the air conditioner inverter 160, and when the detected temperature Tl falls to a predetermined temperature range, cancels the output power limitation of the air conditioner inverter 160. Then, the second restriction mode is executed again. That is, the power limitation of the auxiliary system is released, and the reactor temperature is suppressed by the battery charge / discharge current limitation and the converter boost voltage limitation.

  On the other hand, when the detected temperature Tl does not decrease even when the power upper limit value Pacmax reaches the predetermined limit value Paclim, the control mode management unit 200 further fixes the power upper limit value Pacmax = Paclim of the air conditioner inverter 160, Then, the limiting mode for limiting the output power of the power steering inverter 190 is executed.

  In response to this, the power steering output limiting unit 234 sets the power upper limit value Pacmax so that the output power of the power steering inverter 190 is gradually decreased. Thereby, since the power consumption of the battery B for driving | running | working further reduces and the charge request | requirement falls relatively, the reactor current resulting from regenerative electric power can be suppressed.

  The control mode management unit 200 monitors the detected temperature Tl while the output power of the power steering inverter 190 is limited. When the detected temperature Tl falls to a predetermined temperature range, the control mode management unit 200 cancels the output power limitation of the power steering inverter 190. Again, in the auxiliary system, a restriction mode is executed in which only the air conditioner inverter 160 is subject to output restriction.

  On the other hand, when the detected temperature Tl does not decrease even when the power upper limit value Pstmax reaches the predetermined limit value Pslim, the control mode management unit 200 fixes the power upper limit value Pacmax = Paclim of the air conditioner inverter 160 and The power upper limit value Pstmax = Pstlim of the inverter 190 is fixed, and the limit mode for limiting the output power of the DC / DC converter 170 is further executed.

  In response to this, the DC / DC converter output limiting unit 236 sets the power upper limit value Pdcmax so as to gradually decrease the output power of the DC / DC converter 170. Thereby, since the power consumption of the battery B for driving | running | working further reduces and the charge request | requirement falls relatively, the reactor current resulting from regenerative electric power can be suppressed.

  The control mode management unit 200 monitors the detected temperature Tl while the output power of the DC / DC converter 170 is limited. When the detected temperature Tl falls to a predetermined temperature range, the control mode management unit 200 cancels the output power limit of the DC / DC converter 170. Then, again, in the auxiliary system, the restriction mode in which the air conditioner inverter 160 and the power steering inverter 190 are subject to output restriction is executed.

  On the other hand, when the detected temperature Tl does not decrease even when the power upper limit value Pdcmax reaches the predetermined limit value Pdclim, the control mode management unit 200 determines that the increase in the reactor temperature cannot be suppressed by all the assumed output limits. Then, a ready-off signal RDOFF for instructing to turn off the power supply system is output. When this state is reached, it becomes impossible for the hybrid vehicle 100 to continue running.

  Further, the restriction contents in the first and second restriction modes may be interchanged. That is, in the first limit mode, the charge / discharge current limiter 220 limits the battery charge / discharge current, and in the second limit mode, in addition to the battery charge / discharge current limit, the boost voltage limiter 210 limits the converter boost voltage. It can also be changed to execute.

  Similarly, in the third restriction mode, the priority order of output restriction can be exchanged between the air conditioner inverter 160 and the power steering inverter 190. However, it is preferable that the DC / DC converter 170 that limits the output power to the auxiliary load 185 including the motors that are the actuators of the ECU and the vehicle equipment is a final output restriction target.

  Next, flowcharts for realizing the reactor temperature rise suppression control shown in FIG. 2 by software processing by the ECU 50 are shown in FIGS.

  Referring to FIG. 3, ECU 50 determines in step S110 whether detected temperature Tl of reactor L1 by temperature sensor 14 is higher than determination temperature TA.

  When detected temperature Tl is higher than determination temperature TA (when YES is determined in S110), ECU 50 proceeds to step S130 to limit the boosted voltage that is the output voltage of buck-boost converter 15. Run the restricted mode. At this time, in step S130, the voltage command value VHref is set so that the output voltage of the step-up / down converter 15 is decreased by ΔV from the current level.

  Further, in step S150, ECU 50 determines whether or not voltage command value VHref set in step S130 has reached a predetermined limit value VHlim. When voltage command value VHref has not reached limit value VHlim (NO in S150), ECU 50 controls the output voltage of step-up / down converter 15 according to voltage command value VHref set in step S130. . Then, the process returns to “A” in FIG.

  When the detected temperature Tl is equal to or lower than the determination temperature TA (when NO is determined in S110), the ECU 50 proceeds to step S120 to determine whether the detected temperature Tl has decreased to a temperature range of Tl <TB (TB <TA). Determine if. And ECU50 advances a process to step S130 at the time of NO determination of S120 (Tl> = TB). As a result, once Tl> TA and the first limit mode for limiting the converter boost voltage is started, the converter boost voltage limit is continued until the temperature range of Tl <TB is reached. Until the value VHlim is reached, the output voltage of the buck-boost converter 15 is gradually reduced.

  As described above, the determination temperature TA in S110 and the determination temperature TB in S120 are individually set, so that frequent execution / non-execution of the first limit mode can be prevented.

  On the other hand, when YES is determined in S120 (Tl <TB), ECU 50 advances the process to step S140 to release the converter boost voltage limitation. Although illustration is omitted, when S110 is NO in the state before the start of the first restriction mode, that is, when the reactor temperature rise has not occurred, the determination in step S120 is unnecessary and is skipped. The That is, when NO is determined in S110, ECU 50 proceeds to S140 as it is and does not execute the converter boost voltage limitation.

  Similar to the boosted voltage limiting unit 210 shown in FIG. 2, the “first limiting mode” for limiting the converter boosted voltage can be executed by the step group SG100 configured by steps S110 to S150.

  When the ECU 50 determines YES in S150, that is, when the detected temperature Tl does not decrease to a temperature range lower than the determination temperature TB even if the voltage command value VHref decreases to the limit value VHlim, the voltage command value VHref of the buck-boost converter 15 is determined. Is fixed to the limit value VHlim, the process further proceeds to step group SG200 for executing the “second limit mode” for reducing the charging / discharging current of battery B for traveling.

Step group SG200 includes the following steps S210 to S250.
In steps S210 and S220, ECU 50 compares detected temperature Tl of reactor L1 with determination temperatures TA and TB in the same manner as steps S110 and S120.

  In step S230, the ECU 50 fixes the voltage command value VHref of the step-up / step-down converter 15 to the limit value VHlim and then sets the charge / discharge current upper limit so that the battery current Ib (absolute value) decreases by ΔI from the current value. The values Ibmax and Ibmin are changed. As a result, the output of motor generators MG1, MG2, specifically, torque command values Tqcom (1), (2) are limited.

  In step S250, ECU 50 determines whether or not the absolute values of charge / discharge current upper limit values Ibmax and Ibmin set in step S230 have reached a predetermined limit value Iblim. When limit value Iblim has not been reached (NO in S250), ECU 50 sets operation commands for motor generators MG1 and MG2 in accordance with charge / discharge current upper limit values Ibmax and Ibmin set in step S230. . Then, the process returns to “B” in FIG.

  When the detected temperature Tl falls to a temperature range lower than the determination temperature TB during the execution of the second restriction mode, the ECU 50 advances the process to step S240 and releases the restriction on the battery charge / discharge current. At this time, the ECU 50 returns the process to “A” in FIG. 3 and executes the first restriction mode again.

  On the other hand, when the second restriction mode is started, the ECU 50 gradually decreases the absolute value of the battery current Ib when the detected temperature Tl does not fall to a temperature range lower than the determination temperature TB according to the determinations in steps S210 and 220. Let At the time of YES determination in S250, that is, when the detected temperature Tl does not decrease to a temperature range lower than the determination temperature TB even if the absolute values of the charge / discharge current upper limit values Ibmax and Ibmin decrease to the limit value Iblim, the step-up / step-down converter With the output voltage of 15 fixed to the limit value VHlim and | Ibmax |, | Ibmin | fixed to the limit value Iblim, the output limit of the load device group connected to the power supply line 6 is further given a predetermined priority. In order to execute the “third restriction mode” that is sequentially executed in accordance with the order, the process proceeds to step groups SG300 to SG500.

  Referring to FIG. 4, step group SG300 for limiting the output power of air conditioner inverter 160 includes steps S310 to S350.

  In steps S310 and S320, ECU 50 compares detected temperature Tl of reactor L1 with determination temperatures TA and TB, similarly to steps S110 and S120.

  In step S330, the ECU 50 outputs the output power Pac of the air conditioner inverter 160 by ΔP1 from the current value in a state where the converter boost voltage limit and the battery charge / discharge current limit are executed to the respective limit values as described above. The power upper limit value Pacmax is set so as to decrease.

  In step S350, ECU 50 determines whether or not power upper limit value Pacmax set in step S330 has reached a predetermined limit value Paclim. If the limit value Paclim has not been reached (NO determination in S350), the ECU 50 reduces the output power of the air conditioner inverter 160 according to the power upper limit value Pacmax set in step S330. Then, the process returns to “C” in FIG.

  When the detected temperature Tl falls to a temperature range lower than the determination temperature TB during the air conditioner output restriction mode in the third restriction mode, the ECU 50 advances the process to step S340 and releases the air conditioner output restriction. At this time, the ECU 50 returns the process to “B” in FIG. 3 and executes the second restriction mode again.

  On the other hand, when the air-conditioner output restriction mode is started, the ECU 50 gradually reduces the output power of the air-conditioner inverter 160 when the detected temperature Tl does not fall to a temperature range lower than the determination temperature TB according to the determinations in steps S310 and 320. Let When the determination in S350 is YES, that is, when the detected temperature Tl does not decrease even when the power upper limit value Pacmax of the air conditioner inverter 160 reaches the predetermined limit value Paclim, the power upper limit value Pacmax of the air conditioner inverter 160 is fixed to Paclim. Then, the process further proceeds to step group SG400 for executing the power steering output restriction mode for limiting the output power of power steering inverter 190.

Step group SG400 includes steps S410 to S450.
In steps S410 and 420, ECU 50 compares detected temperature Tl of reactor L1 with determination temperatures TA and TB, similarly to steps S110 and S120.

  In step S430, the ECU 50 sets the output power Pst of the power steering inverter 190 to the current value with the converter boost voltage limit, the battery charge / discharge current limit, and the air conditioner output limit fixed to the respective limit values as described above. Power upper limit value Pstmax is set so as to decrease by ΔP2.

  In step S450, ECU 50 determines whether or not power upper limit value Pstmax set in step S430 has reached a predetermined limit value Pstlim. If the limit value Pstlim has not been reached (NO in S450), the ECU 50 reduces the output power Pst of the power steering inverter 190 in accordance with the power upper limit value Pstmax set in step S430. Then, the process returns to “D” in FIG.

  When the detected temperature Tl falls to a temperature range lower than the determination temperature TB during the power steering output restriction mode, the ECU 50 advances the process to step S440 and releases the power steering output restriction. At this time, the ECU 50 returns the process to “C” in FIG. 3 and again executes the air conditioner output restriction mode in the third restriction mode.

  On the other hand, when the power steering output restriction mode is started, the ECU 50 determines the output power Pst of the power steering inverter 190 when the detected temperature Tl does not fall to a temperature range lower than the judgment temperature TB according to the determinations in steps S410 and S420. Decrease gradually. When the determination in S450 is YES, that is, when the detected temperature Tl does not decrease even if the power upper limit value Pstmax of the power steering inverter 190 reaches the predetermined limit value Pstlim, the power upper limit value Pacmax = Paclim of the air conditioner inverter 160, and The power upper limit value Pstmax of the power steering inverter 190 is fixed at Pstmax = Pstlim, and the process further proceeds to step SG500 for executing the DC / DC converter output limiting mode for limiting the output power of the DC / DC converter 170. .

Step group SG500 includes steps S510 to S550.
In steps S510 and S520, ECU 50 compares detected temperature Tl of reactor L1 with determination temperatures TA and TB, similarly to steps S110 and S120.

  In step S530, the ECU 50 outputs the output of the DC / DC converter 170 with the converter boost voltage limit, the battery charge / discharge current limit, the air conditioner output limit, and the power steering output limit fixed to the respective limit values as described above. The power upper limit value Pdcmax is set so that the power Pdc is lower by ΔP3 than the current value.

  In step S550, ECU 50 determines whether or not power upper limit value Pdcmax set in step S530 has reached a predetermined limit value Pdclim. If the limit value Pdclim has not been reached (NO determination in S550), ECU 50 decreases output power Pdc of DC / DC converter 170 in accordance with power upper limit value Pdcmax set in step S530. Then, the process returns to “E” in FIG.

  When the detected temperature Tl falls to a temperature range lower than the determination temperature TB during the DC / DC converter output restriction mode, the ECU 50 advances the process to step S540 and releases the DC / DC converter output restriction. At this time, the ECU 50 returns the process to “D” in FIG. 3 and again executes the power steering output restriction mode in the third restriction mode.

  On the other hand, when the DC / DC converter output restriction mode is started, the ECU 50 determines that the DC / DC converter 170 determines that the detected temperature Tl does not fall to a temperature range lower than the determination temperature TB according to the determinations in steps S510 and S520. The output power Pdc is gradually decreased. When the determination at S550 is YES, that is, when the detected temperature Tl does not decrease even if the power upper limit value Pdcmax of the DC / DC converter 170 reaches the predetermined limit value Pdclim, the ready-off signal RDOFF that instructs to turn off the power supply system is output. To do.

  Thus, the reactor temperature rise suppression control according to the embodiment of the present invention shown in FIG. 2 can also be realized by executing the program according to the flowcharts of FIGS. 3 and 4.

  In the flowcharts of FIGS. 3 and 4, the execution order of the step groups SG100 and SG200 can be changed, and the execution order of the step groups SGG300 and SG400 for limiting the output of the auxiliary system can also be changed. Is possible.

  Further, regarding the determination temperature TA at the time of executing the output restriction of the DC / DC converter 170 that is the object of the output restriction at the end of step S510, the judgment temperature TA at the other steps S110, S210, S310, and S410. You may set to a different value (higher temperature side).

  As described above, according to the hybrid vehicle power supply system of the embodiment of the present invention, when the reactor temperature rises, the converter boost voltage limit (first limit) for reducing the ripple current component of the reactor current, Battery charge / discharge current limit for suppressing the DC component of the reactor current (second limit), and auxiliary system output limit for reducing reactor current due to regenerative power from the vehicle drive motor (third limit) ) Can be executed step by step according to a predetermined priority. Therefore, since the rise in the reactor temperature can be suppressed by widely dealing with the temperature rise factor of the reactor, the operation period of the power supply system can be increased as compared with the case of dealing with only the converter boost voltage limitation.

  A vehicle occupant is prioritized so that a plurality of limits are executed in stages, and a limit that can be covered by an increase in engine 110 output (converter boost voltage limit and battery charge / discharge current limit) is preferentially executed. It is possible to prevent the reactor temperature from rising while avoiding giving a sense of incongruity to the reactor.

  In this embodiment, the auxiliary load connected to the power supply line 6 includes an inverter 160 for an air conditioner, a DC / DC converter 170 that supplies power to the auxiliary battery system, and a power steering inverter 190 for the power steering system. Although illustrated, still another load device may be configured to be connected to the power supply line 6. Also in this case, in the “third restriction mode” in which auxiliary system outputs are sequentially restricted, output restriction for each load may be executed sequentially according to a predetermined priority order. However, even in this case, in the third restriction mode, the final output restriction is applied to the DC / DC converter 170 that restricts the output power to the auxiliary load 185 including the motors that are the actuators of the ECU and the vehicle equipment. It is preferable to make it a target.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is an overall block diagram illustrating a configuration of a power supply system for a hybrid vehicle according to an embodiment of the present invention. It is a functional block diagram explaining the control structure of the reactor temperature rise suppression control in the power supply system of the hybrid vehicle by embodiment of this invention. It is a 1st flowchart explaining the process sequence of the reactor temperature rise suppression control by embodiment of this invention. It is a 2nd flowchart explaining the process sequence of the reactor temperature rise suppression control by embodiment of this invention.

Explanation of symbols

5 Ground line, 6, 7 Power line, 10, 13 Voltage sensor, 11 Current sensor, 14 Temperature sensor, 15 Buck-boost converter, 20, 30 Inverter, 27 Current sensor, 28 Rotation angle sensor, 50 Controller (ECU), 70 Accelerator pedal, 71 Brake pedal, 73 Accelerator pedal depression amount sensor, 74 Brake pedal depression amount sensor, 100 Hybrid vehicle, 110 Engine, 112 Cooling water temperature sensor, 120 Power split mechanism, 125 Output shaft, 130 Reducer, 140 Drive shaft , 150 wheels (drive wheels), 160 inverter for air conditioner, 165 motor for air conditioning compressor, 170 DC / DC converter, 180 auxiliary battery, 185 auxiliary load, 190 power steering inverter, 195 power steering motor, 200 control mode management unit 210 Voltage / Voltage Limiting Unit, 220 Charge / Discharge Current Limiting Unit, 230 Auxiliary System Output Limiting Unit, 232 Air Conditioner Output Limiting Unit, 234 Power Steer Output Limiting Unit, 236 Converter Output Limiting Unit, B Driving Battery, C0, C1 Smoothing Capacitor, D1 , D2 antiparallel diode, Ib battery current,
Iblim limit value (battery charge / discharge current), MG1, MG2 motor generator, N1, N2 neutral point, Pac output power (inverter for air conditioner), Paclim limit value (inverter output power for air conditioner), Pacmax power upper limit value (for air conditioner) Inverter), Pdc output power (DC / DC converter), Pdclim limit value (DC / DC converter output power), Pdcmax power upper limit value (DC / DC converter), Pst output power (power steering inverter), Pstlim limit value (power steering) Inverter output power), Pstmax power upper limit value (power steering inverter), Q1, Q2 power semiconductor switching element, RDOFF ready-off signal, SCNV, SINV1, SINV2 switching control signal, Tb battery temperature, TA, TB judgment temperature (reactor temperature), Tl reactor detection temperature, Tqcom (1), Tqcom (2) Torque command value, U1, U2 U phase coil winding, V1, V2 V phase coil winding, Vb battery voltage, VH system Voltage, W1, W2 W phase coil winding, Win, Wout Input / output possible electric energy, θ Rotor rotation angle.

Claims (9)

A power supply system for a hybrid vehicle equipped with an engine and a motor for driving a vehicle,
A power storage device connected to the first power supply wiring;
A first load that operates with power supplied from the first power supply wiring;
Bidirectional direct current between the first power line and the second power line connected to a second load including the vehicle drive motor and the first power line. A converter configured to perform voltage conversion;
The first and second loads, the converter, and a control device for controlling the operation of the power storage device,
The converter is
A reactor electrically connected between the first and second power supply lines;
A power semiconductor switching element that controls the passage current of the reactor by turning on and off; and
A temperature detector for detecting the temperature of the reactor,
When the detected temperature of the reactor exceeds a predetermined temperature, the control device includes a first limit for reducing an output voltage of the converter, a second limit for reducing a charge / discharge current of the power storage device, A power supply system for a hybrid vehicle configured to execute a third restriction for restricting power supplied to a first load in a stepwise manner according to a predetermined priority.   When the detected temperature of the reactor exceeds the predetermined temperature, the control device shifts to a first limit mode for executing one of the first limit and the second limit, and the first limit If the detected temperature of the reactor does not decrease to a predetermined range even when the one limit is executed to the predetermined limit value in the limit mode, the process proceeds to the second limit mode, and the one limit is set to the limit value. The hybrid vehicle power supply system according to claim 1, further configured to further execute the other restriction of the first restriction and the second restriction.   3. The hybrid according to claim 2, wherein, in the first restriction mode, the control device releases both the first restriction and the second restriction when the detected temperature of the reactor falls to the predetermined range. Vehicle power system.   The control device releases the other restriction and shifts to the first restriction mode when the temperature of the reactor drops to the predetermined range in the second restriction mode. 4. A power supply system for a hybrid vehicle according to 3.   If the detected temperature of the reactor does not decrease to the predetermined range even if the other limit is executed to the predetermined limit value in the second limit mode, the control device shifts to the third limit mode. The power supply system for a hybrid vehicle according to claim 2, wherein the third restriction is further executed after the first and second restrictions are executed up to the respective limit values. The first load has a plurality of power converters including at least an air conditioning power converter, an auxiliary battery power converter, and a power steering power converter,
The control device is configured to sequentially limit output power of each of the plurality of power converters from the first power supply wiring according to a predetermined priority in the third restriction mode. The power supply system of the described hybrid vehicle.   The priority in the third restriction mode is that the detected temperature of the reactor is kept up to the predetermined range even if the output power of the air conditioner power converter and the power steering power converter is limited to a predetermined limit value, respectively. The power supply system for a hybrid vehicle according to claim 6, wherein the power supply system of the hybrid vehicle is determined so as to limit the output power of the auxiliary battery power converter when it does not decrease.   When the detected temperature of the reactor does not drop to the predetermined range even if the output power of the auxiliary battery power converter is limited to a predetermined limit value in the third limit mode, The power supply system for a hybrid vehicle according to claim 6 or 7, wherein the power supply system is configured to turn off the power supply system.   In the third restriction mode, the control device detects the reactor during the restriction of the output power of the power converter to which the output restriction is first applied according to the priority among the plurality of power converters. The power supply system for a hybrid vehicle according to claim 6 or 7, wherein when the temperature falls to the predetermined range, the output restriction of each of the power converters is canceled and the second restriction mode is entered.

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