JP3661630B2 - Hybrid vehicle drive device and control method thereof - Google Patents

Hybrid vehicle drive device and control method thereof Download PDF

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Publication number
JP3661630B2
JP3661630B2 JP2001327994A JP2001327994A JP3661630B2 JP 3661630 B2 JP3661630 B2 JP 3661630B2 JP 2001327994 A JP2001327994 A JP 2001327994A JP 2001327994 A JP2001327994 A JP 2001327994A JP 3661630 B2 JP3661630 B2 JP 3661630B2
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main battery
converter
switch element
motor unit
electric motor
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JP2003134606A (en
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敏宏 勝田
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Toyota Motor Corp
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Priority to US10/272,988 priority patent/US6917179B2/en
Priority to EP02023895.2A priority patent/EP1306262B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Description

【０００１】
【発明の属する技術分野】
本発明は、ハイブリッド車の駆動装置に関し、特に、主電池の故障時等における補機への給電の確保に関する。
【０００２】
【従来の技術】
図３はハイブリッド車の従来の駆動装置の概略の回路構成図である。この駆動装置は、主電池２と、電動機ユニット４と、昇降圧型コンバータ６と、ＤＣ−ＤＣコンバータ８、リレー１０、ヒューズ１２を含んで構成される。電動機ユニット４は例えば、２つのモータ／ジェネレータ（ＭＧ）１４，１６及び各ＭＧに対応したインバータ１８，２０を含んで構成される。主電池２の出力は、昇降圧型コンバータ６にて昇圧されて電動機ユニット４へ入力され、電動機ユニット４はその電力を車両の駆動力に変換する。一方、電動機ユニット４はエンジントルクや車両駆動軸のトルクを電力に変換して出力することができる。電動機ユニット４にて生成された電力は、例えば昇降圧型コンバータ６にて降圧されて主電池２に充電される。
【０００３】
昇降圧型コンバータ６はチョッパ回路で構成され、昇降圧型コンバータ６の電動機ユニット４に接続される端子間に、ダイオード２２及びトランジスタスイッチ２４の並列接続と、ダイオード２６及びトランジスタスイッチ２８の並列接続とが直列接続される。ダイオード２６及びトランジスタスイッチ２８の並列接続の一方端にはリアクトル３０が接続され、これが昇降圧型コンバータ６の主電池２側の一方端子となり、他方端子はダイオード２６及びトランジスタスイッチ２８の並列接続の他方端から引き出される。この昇降圧型コンバータ６は、昇圧動作時には、スイッチ２４をオフ状態として、スイッチ２８を周期的にスイッチング動作され、一方、降圧動作時にはスイッチ２８をオフ状態として、スイッチ２４を周期的にスイッチング動作される。
【０００４】
ＤＣ−ＤＣコンバータ８は入力された直流電力の電圧を変換して、ＥＣＵ等の制御回路へ電力を供給する補機バッテリ３２（例えば出力電圧１２Ｖ）を充電する。ＤＣ−ＤＣコンバータ８は昇降圧型コンバータ６の電動機ユニット４側の端子間に接続される。この構成では、主電池２側に異常、例えば、電池異常、ヒューズ切れ、リレーの異常等が生じても、電動機ユニット４で発電された電力をＤＣ−ＤＣコンバータ８に供給することができる。つまり主電池２側に異常が生じてもＥＣＵ等の制御回路の駆動に用いられる補機バッテリ３２が空になることを回避でき、車両が走行不能に陥ることを防止できる。
【０００５】
【発明が解決しようとする課題】
しかし、従来の構成では、ＤＣ−ＤＣコンバータは高い耐圧を要求され、その分、構成部品の仕様に対する要求も高くなり、また回路構成も複雑化し、コストの低減や小型化が難しいという問題があった。
【０００６】
本発明は上記問題点を解消するためになされたもので、ＤＣ−ＤＣコンバータの要求耐圧を低減すると共に、主電池等の異常時においても、ＤＣ−ＤＣコンバータへ給電され、補機の動作が保証される駆動装置及びその制御方法を提供することを目的とする。
【０００７】
【課題を解決するための手段】
本発明に係るハイブリッド車の駆動装置は、主電池と、エンジンと、前記主電池の出力を車両の駆動力に変換し、かつ前記エンジンが発生する駆動力を電力に変換し前記主電池を充電する電動機ユニットと、前記主電池の出力を昇圧して前記電動機ユニットへ供給すること、及び、前記電動機ユニットの出力を降圧して前記主電池へ供給することができる昇降圧型コンバータとを備える駆動装置において、前記昇降圧型コンバータの前記主電池が接続される端子間に接続され、補機へ供給される電力を前記主電池の出力に基づいて生成するＤＣ−ＤＣコンバータと、前記電動機ユニットの出力を前記ＤＣ−ＤＣコンバータに直接供給する直接給電経路を構成可能な経路切り替え手段と、前記主電池から前記ＤＣ−ＤＣコンバータへの給電が停止した場合に、前記電動機ユニットをその出力が前記ＤＣ−ＤＣコンバータの耐圧以下となるように制御し、かつ前記直接給電経路が構成されるように前記経路切り替え手段を制御する制御手段とを有するものである。
【０００８】
本発明によれば、主電池の電圧は、昇降圧型コンバータによって昇圧されて電動機ユニットへ供給される。一方、電動機ユニットで発生する電力は、昇降圧型コンバータによって降圧されて主電池に充電される。ＤＣ−ＤＣコンバータは、昇降圧型コンバータの電動機ユニット側の端子間ではなく、主電池側の端子間に設けられる。これによりＤＣ−ＤＣコンバータに要求される耐圧が低くなる。ＤＣ−ＤＣコンバータは主電池から給電され、一般にさらに低電圧で動作する補機用の電源を提供する。ここで主電池の故障等によりＤＣ−ＤＣコンバータが主電池からの給電が停止した場合、電動機ユニットにより発電された電力がＤＣ−ＤＣコンバータへ供給されるので、補機バッテリの残充電量不足による車両制御不能、走行不能が回避される。電動機ユニットからＤＣ−ＤＣコンバータへの給電の際、電動機ユニットの出力電圧をＤＣ−ＤＣコンバータの耐圧以下となるように制御するので、昇降圧型コンバータにより降圧する必要はなく、直接給電経路を介して、電動機ユニットの出力がそのままＤＣ−ＤＣコンバータへ給電される。このような昇降圧型コンバータによる降圧動作を用いない構成は、ＤＣ−ＤＣコンバータの耐圧、電流容量といった仕様を満たすように昇降圧型コンバータを制御する困難さを回避することができ、安定した制御が容易に実現される。
【０００９】
本発明の好適な態様は、前記昇降圧型コンバータが、その前記電動機ユニットに接続される端子間に直列接続され、昇圧動作及び降圧動作において少なくとも一方がチョッパ動作される第１スイッチ素子及び第２スイッチ素子と、前記第１スイッチ素子と前記第２スイッチ素子との接続点に一方端を接続されたリアクトルとを有し、前記リアクトル及び前記第２スイッチ素子が前記主電池の端子間に直列接続されたチョッパ回路であり、前記経路切り替え手段が、前記第１スイッチ素子及び前記第２スイッチ素子を含み、前記制御手段が、前記直接給電経路を構成する際の前記経路切り替え手段に対する制御として、前記第１スイッチ素子を持続的に導通状態とし、前記第２スイッチ素子を持続的に切断状態とするハイブリッド車の駆動装置である。
【００１０】
本態様では、昇降圧型コンバータの第１スイッチ素子、第２スイッチ素子に対して、本来の昇圧動作、降圧動作とは異なる制御を行うことにより、電動機ユニットからＤＣ−ＤＣコンバータへの直接の給電が行われる。すなわち、昇圧動作、降圧動作では、いずれかのスイッチ素子が周期的にオン／オフされるが、電動機ユニットからの直接給電を行う際には、第１スイッチ素子はオン状態に保たれ、第２スイッチ素子はオフ状態に保たれる。これにより、電動機ユニットの出力端子にＤＣ−ＤＣコンバータが直接接続された構成となる。
【００１１】
また本発明の他の好適な態様は、前記昇降圧型コンバータが、その前記電動機ユニットに接続される端子間に直列接続され、昇圧動作及び降圧動作において少なくとも一方がチョッパ動作される第１スイッチ素子及び第２スイッチ素子と、前記第１スイッチ素子と前記第２スイッチ素子との接続点に一方端を接続されたリアクトルとを有し、前記リアクトル及び前記第２スイッチ素子が前記主電池の端子間に直列接続されたチョッパ回路であり、前記経路切り替え手段が、前記第１スイッチの前記電動機ユニットに接続される一方端と、前記ＤＣ−ＤＣコンバータの前記リアクトルに接続される側の端子との間を短絡するリレーを有し、前記制御手段が、前記直接給電経路を構成する際の前記経路切り替え手段に対する制御として、前記リレーを導通状態とするハイブリッド車の駆動装置である。
【００１２】
本態様によれば、第１スイッチ素子とは並列に別個のスイッチ素子としてリレーが設けられる。これにより、第１スイッチ素子が故障した場合にもＤＣ−ＤＣコンバータに給電することが可能である。
【００１３】
本発明に係るハイブリッド車の駆動装置の制御方法は、主電池と、エンジンと、前記主電池の出力を車両の駆動力に変換し、かつ前記エンジンが発生する駆動力を電力に変換し前記主電池を充電する電動機ユニットと、前記主電池の出力を昇圧して前記電動機ユニットへ供給すること、及び、前記電動機ユニットの出力を降圧して前記主電池へ供給することができる昇降圧型コンバータと、補機へ供給される電力を前記主電池の出力に基づいて生成するＤＣ−ＤＣコンバータとを備え、前記昇降圧型コンバータが、その前記電動機ユニットに接続される端子間に直列接続され、昇圧動作及び降圧動作において少なくとも一方がチョッパ動作される第１スイッチ素子及び第２スイッチ素子と、前記第１スイッチ素子と前記第２スイッチ素子との接続点に一方端を接続されたリアクトルとを有し、前記リアクトル及び前記第２スイッチ素子が前記主電池の端子間に直列接続されたチョッパ回路である、ハイブリッド車の駆動装置の制御方法であって、前記主電池から前記ＤＣ−ＤＣコンバータへの給電停止を検知するステップと、前記給電停止に伴い、前記電動機ユニットをその出力が前記ＤＣ−ＤＣコンバータの耐圧以下となるように制御するステップと、前記給電停止に伴い、前記第１スイッチ素子を持続的に導通状態とし、前記第２スイッチ素子を持続的に切断状態とするステップとを有する。
【００１４】
【発明の実施の形態】
次に、本発明の実施形態について図面を参照して説明する。
【００１５】
［実施形態１］
図１は、本発明の第１の実施形態であるハイブリッド車の駆動装置の概略の回路構成図である。この駆動装置は、主電池５０と、電動機ユニット５２と、昇降圧型コンバータ５４と、ＤＣ−ＤＣコンバータ５６、リレー５８、ヒューズ６０、補機バッテリ６２、エンジン６４、制御ユニット６６を含んで構成される。電動機ユニット５２は例えば、２つのＭＧ７０，７２及び各ＭＧに対応したインバータ７４，７６を含んで構成される。例えば、ＭＧ７０は、エンジン６４の出力軸から車両駆動軸へ電磁的にトルク伝達を行う機能と共に、エンジントルクの一部又は全部を電気エネルギーに変換する発電機としての機能を果たす。一方、ＭＧ７２は車両駆動軸に対しトルクを与えると共に、制動時等には車両駆動軸からトルクを受け、電気エネルギーを回生する。このように、電動機ユニット５２では発電を行うことができ、生成された電力は、例えば昇降圧型コンバータ５４にて降圧されて主電池５０に充電される。
【００１６】
昇降圧型コンバータ５４はチョッパ回路で構成され、昇降圧型コンバータ５４の電動機ユニット５２に接続される端子間に、ダイオード８０及びトランジスタスイッチ８２の並列接続体と、ダイオード８４及びトランジスタスイッチ８６の並列接続体とが直列接続される。両並列接続体相互の接続点にはリアクトル８８が接続され、これが昇降圧型コンバータ５４の主電池５０側の一方端子となり、他方端子はダイオード８４及びトランジスタスイッチ８６の並列接続体のリアクトル８８が接続されていない側から引き出される。この昇降圧型コンバータ５４は、昇圧動作時には、スイッチ８２をオフ状態として、スイッチ８６を周期的にスイッチング動作され、一方、降圧動作時にはスイッチ８６をオフ状態として、スイッチ８２を周期的にスイッチング動作される。例えば、主電池５０の端子間電圧は２００〜３００Ｖ程度、電動機ユニット５２の通常動作電圧は５００Ｖ程度であり、昇降圧型コンバータ５４はこれらの間の電圧変換を行う。
【００１７】
ＤＣ−ＤＣコンバータ５６は、昇降圧型コンバータ５４の主電池５０側の端子間に接続され、主電池５０から入力された直流電力の電圧を変換して補機バッテリ６２（例えば出力電圧１２Ｖ）を充電する。このようにＤＣ−ＤＣコンバータ５６を昇降圧型コンバータ５４より主電池５０側に配置することにより、ＤＣ−ＤＣコンバータ５６に要求される耐圧は、主電池５０の出力電圧に応じたものとなり、電動機ユニット５２側に配置する場合よりも低い耐圧に構成することができる。また、それにより、ＤＣ−ＤＣコンバータ５６の構成部品の仕様を下げることができ、また回路構成の簡素化が図られ、コストが低減や小型化が可能である。
【００１８】
補機バッテリ６２は、制御ユニット６６等の制御回路の電源として利用される。制御ユニット６６は、本駆動装置の各部の動作制御を行う制御回路であり、スイッチ８２，８６、インバータ７４，７６、エンジン６４を制御対象に含む。
【００１９】
ヒューズ６０は主電池５０に過電流が流れることを防止するために、主電池５０に直列に接続され、リレー５８は主電池５０と、ＤＣ−ＤＣコンバータ５６、昇降圧型コンバータ５４等の負荷との断続を制御する。
【００２０】
次に、主電池５０等にて異常が生じた場合の本駆動装置の動作を説明する。例えば、主電池５０そのものの異常、ヒューズ６０の切断、リレー５８の異常等が生じた場合、主電池５０から負荷への電力供給が行われなくなる。この場合にも、エンジン６４を用いることにより車両を走行させることができ、電動機ユニット５２にて発電を行うことができる。
【００２１】
制御ユニット６６は、主電池５０から負荷への電力供給が不能となっていることを図示しない検出手段で検知すると、エンジン６４の出力を低下させると共にインバータ７４，７６を制御して、電動機ユニット５２からの直流出力をＤＣ−ＤＣコンバータ５６の入力許容電圧の範囲内とする。また制御ユニット６６は、スイッチ８６を定常的にオフ状態とし、スイッチ８２を定常的にオン状態とする。これにより、昇降圧型コンバータ５４は単に電動機ユニット５２側の端子間に与えられた入力をそのまま主電池５０側の端子間へ出力する構成に切り替えられ、電動機ユニット５２の出力電力がＤＣ−ＤＣコンバータ５６へ給電される。
【００２２】
この本駆動装置の動作により、主電池５０等の故障により、ＤＣ−ＤＣコンバータ５６が主電池５０から給電されなくなった場合においても、ＤＣ−ＤＣコンバータ５６の残充電量を維持することができ、車両が走行不能に陥ることを回避できる。
【００２３】
なお、制御ユニット６６は、上述のように、主電池５０等の異常が検知されると直ちに電動機ユニット５２からＤＣ−ＤＣコンバータ５６への直接給電を開始することも可能であるが、補機バッテリ６２の残充電量を監視して、この残充電量が所定レベル以下となった場合に当該直接給電を開始するようにしてもよい。この場合には、補機バッテリ６２の蓄積電力が消費され所定レベルに低下するまで、エンジン６４、電動機ユニット５２は通常通りの動作が可能であり、車両の走行性能が確保される。
【００２４】
［実施形態２］
図２は、本発明の第２の実施形態であるハイブリッド車の駆動装置の概略の主要部分の回路構成図である。図に示さない部分は、上記実施形態の図１と同様であり、これを以下の説明において援用する。また以下の説明において、上記実施形態と同様の構成要素には同一の符号を付す。図２には、駆動装置の中のＤＣ−ＤＣコンバータ５６及び昇降圧型コンバータ５４の部分が示されている。
【００２５】
本実施形態は、ＤＣ−ＤＣコンバータ５６の電源を主電池５０及び電動機ユニット５２の各々から取れるように構成したものである。具体的には、電動機ユニット５２の一方端子（ダイオード８０とスイッチ８２との並列接続体のリアクトル８８が接続されていない側の端部に等しい）とＤＣ−ＤＣコンバータ５６の一方端とを接続する経路１００が設けられる。この経路にはリレー１０２とダイオード１０４とが直列接続される。また、この経路が接続されるＤＣ−ＤＣコンバータ５６の端子は、リレー５８とリアクトル８８とを結ぶラインにもダイオード１０６を介して接続される。ダイオード１０４，１０６はそれぞれ電動機ユニット５２、主電池５０からＤＣ−ＤＣコンバータ５６へ給電可能な向きに接続され、例えば、ダイオード１０４，１０６それぞれのアノードが共にＤＣ−ＤＣコンバータ５６の端子に接続される。これらダイオードにより、リレー１０２を導通状態としても、経路１００を介して主電池５０と電動機ユニット５２との間が短絡することが防止される。
【００２６】
ＤＣ−ＤＣコンバータ５６は、主電池５０から給電を受けることができると共に、リレー１０２を導通状態とすることにより電動機ユニット５２からも給電を受けることができる。電動機ユニット５２からＤＣ−ＤＣコンバータ５６へ給電する場合には、第１の実施形態で述べたように、電動機ユニット５２の出力をＤＣ−ＤＣコンバータ５６の仕様に合わせて低減する制御が行われる。
【００２７】
この構成では、昇降圧型コンバータ５４のスイッチ８２が故障してオンできなくなった場合でも、電動機ユニット５２からＤＣ−ＤＣコンバータ５６への給電が可能である。
【００２８】
【発明の効果】
本発明のハイブリッド車の駆動装置及びその制御方法によれば、ＤＣ−ＤＣコンバータが比較的低電圧の主電池からもっぱら給電を受け、主電池からの給電を受けられない異常が発生した場合に、電動機ユニットから給電を受ける構成とすることにより、ＤＣ−ＤＣコンバータの耐圧低減が可能となると同時に、主電池等の異常時にもＤＣ−ＤＣコンバータの出力を確保できる。よって、ＤＣ−ＤＣコンバータの出力に基づいて動作する各種制御装置の動作が確保され、車両走行を継続することが可能である。
【図面の簡単な説明】
【図１】 本発明の第１の実施形態であるハイブリッド車の駆動装置の概略の回路構成図である。
【図２】 本発明の第２の実施形態であるハイブリッド車の駆動装置の概略の主要部分の回路構成図である。
【図３】 ハイブリッド車の従来の駆動装置の概略の回路構成図である。
【符号の説明】
５０ 主電池、５２ 電動機ユニット、５４ 昇降圧型コンバータ、５６ ＤＣ−ＤＣコンバータ、５８ リレー、６０ ヒューズ、６２ 補機バッテリ、６４ エンジン、６６ 制御ユニット、７０，７２ モータ／ジェネレータ（ＭＧ）、７４，７６ インバータ、８２，８６ トランジスタスイッチ、１０２ リレー。[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a drive device for a hybrid vehicle, and more particularly, to securing power supply to an auxiliary machine when a main battery fails.
[0002]
[Prior art]
FIG. 3 is a schematic circuit diagram of a conventional driving device for a hybrid vehicle. The drive device includes a main battery 2, an electric motor unit 4, a buck-boost converter 6, a DC-DC converter 8, a relay 10, and a fuse 12. The electric motor unit 4 includes, for example, two motor / generators (MG) 14 and 16 and inverters 18 and 20 corresponding to the MGs. The output of the main battery 2 is boosted by the step-up / down converter 6 and input to the electric motor unit 4, and the electric motor unit 4 converts the electric power into the driving force of the vehicle. On the other hand, the electric motor unit 4 can convert engine torque and vehicle drive shaft torque into electric power and output the electric power. The electric power generated by the electric motor unit 4 is stepped down by the step-up / down converter 6 and charged to the main battery 2, for example.
[0003]
The step-up / step-down converter 6 is configured by a chopper circuit, and a parallel connection of a diode 22 and a transistor switch 24 and a parallel connection of a diode 26 and a transistor switch 28 are connected in series between terminals connected to the motor unit 4 of the step-up / step-down converter 6. Connected. A reactor 30 is connected to one end of the parallel connection of the diode 26 and the transistor switch 28, which serves as one terminal on the main battery 2 side of the buck-boost converter 6, and the other terminal is the other end of the parallel connection of the diode 26 and transistor switch 28. Drawn from. In the step-up / step-down converter 6, the switch 24 is turned off and the switch 28 is periodically switched during the step-up operation. On the other hand, the switch 28 is turned off and the switch 24 is periodically switched during the step-down operation. .
[0004]
The DC-DC converter 8 converts the voltage of the input direct-current power, and charges the auxiliary battery 32 (for example, output voltage 12V) which supplies electric power to control circuits, such as ECU. The DC-DC converter 8 is connected between terminals on the electric motor unit 4 side of the step-up / step-down converter 6. In this configuration, even if an abnormality such as a battery abnormality, a blown fuse, a relay abnormality, or the like occurs on the main battery 2 side, the electric power generated by the electric motor unit 4 can be supplied to the DC-DC converter 8. In other words, even if an abnormality occurs on the main battery 2 side, it is possible to avoid the auxiliary battery 32 used for driving the control circuit such as the ECU from being emptied, and it is possible to prevent the vehicle from becoming unable to travel.
[0005]
[Problems to be solved by the invention]
However, in the conventional configuration, the DC-DC converter is required to have a high withstand voltage, and accordingly, the requirements for the specifications of the component parts are increased, the circuit configuration is complicated, and it is difficult to reduce the cost and reduce the size. It was.
[0006]
The present invention has been made to solve the above-described problems. The required breakdown voltage of the DC-DC converter is reduced, and even when the main battery or the like is abnormal, power is supplied to the DC-DC converter, and the operation of the auxiliary machine is performed. It is an object of the present invention to provide a guaranteed driving device and a control method thereof.
[0007]
[Means for Solving the Problems]
A driving apparatus for a hybrid vehicle according to the present invention converts a main battery, an engine, and an output of the main battery into a driving force of a vehicle, converts a driving force generated by the engine into electric power, and charges the main battery. And a step-up / down converter capable of stepping up and supplying the output of the main battery to the motor unit, and stepping down and supplying the output of the motor unit to the main battery. In the step-up / down converter, a DC-DC converter connected between terminals to which the main battery is connected and generating electric power supplied to an auxiliary machine based on an output of the main battery, and an output of the electric motor unit A path switching unit capable of configuring a direct power supply path to be directly supplied to the DC-DC converter; and power supply from the main battery to the DC-DC converter is stopped. And a control means for controlling the path switching means so that the output of the electric motor unit is less than or equal to the withstand voltage of the DC-DC converter and the direct feeding path is configured. It is.
[0008]
According to the present invention, the voltage of the main battery is boosted by the buck-boost converter and supplied to the electric motor unit. On the other hand, the electric power generated in the electric motor unit is stepped down by the buck-boost converter and charged in the main battery. The DC-DC converter is provided not between terminals on the electric motor unit side of the buck-boost converter but between terminals on the main battery side. This lowers the withstand voltage required for the DC-DC converter. The DC-DC converter is powered by the main battery and generally provides a power supply for auxiliary equipment that operates at a lower voltage. Here, when the power supply from the main battery to the DC-DC converter is stopped due to a failure of the main battery or the like, the power generated by the motor unit is supplied to the DC-DC converter. Inability to control the vehicle and inability to travel are avoided. When power is supplied from the motor unit to the DC-DC converter, the output voltage of the motor unit is controlled so as to be equal to or lower than the withstand voltage of the DC-DC converter. The output of the motor unit is supplied to the DC-DC converter as it is. Such a configuration that does not use the step-down operation by the step-up / step-down converter can avoid the difficulty of controlling the step-up / step-down converter so that the specifications such as the withstand voltage and current capacity of the DC-DC converter are satisfied, and stable control is easy. To be realized.
[0009]
In a preferred aspect of the present invention, the step-up / step-down converter is connected in series between terminals connected to the electric motor unit, and at least one of the step-up operation and the step-down operation is a chopper operation. And a reactor having one end connected to a connection point between the first switch element and the second switch element, and the reactor and the second switch element are connected in series between the terminals of the main battery. The path switching means includes the first switch element and the second switch element, and the control means controls the path switching means when configuring the direct power feeding path. A driving device for a hybrid vehicle in which one switch element is continuously turned on and the second switch element is continuously disconnected. A.
[0010]
In this aspect, the first switch element and the second switch element of the step-up / step-down converter are controlled differently from the original step-up operation and step-down operation, so that direct feeding from the motor unit to the DC-DC converter can be achieved. Done. That is, in the step-up operation and the step-down operation, one of the switch elements is periodically turned on / off. However, when direct power is supplied from the motor unit, the first switch element is kept on, The switch element is kept off. As a result, a DC-DC converter is directly connected to the output terminal of the electric motor unit.
[0011]
In another preferred aspect of the present invention, the step-up / down converter is connected in series between terminals connected to the electric motor unit, and at least one of the step-up operation and the step-down operation is chopper-operated. A second switch element; and a reactor having one end connected to a connection point between the first switch element and the second switch element, the reactor and the second switch element being between terminals of the main battery. The chopper circuit is connected in series, and the path switching unit is connected between one end of the first switch connected to the motor unit and a terminal of the DC-DC converter connected to the reactor. As a control for the path switching means when the control means configures the direct power feeding path, the relay A hybrid vehicle drive system according to the conduction state.
[0012]
According to this aspect, the relay is provided as a separate switch element in parallel with the first switch element. Thus, it is possible to supply power to the DC-DC converter even when the first switch element fails.
[0013]
The method for controlling a hybrid vehicle driving apparatus according to the present invention converts a main battery, an engine, and an output of the main battery into driving power of a vehicle, and converts driving power generated by the engine into electric power. An electric motor unit that charges a battery; an output of the main battery that is boosted and supplied to the electric motor unit; and a step-up / step-down converter that can step down an output of the electric motor unit and supply the electric power to the main battery; A DC-DC converter that generates electric power supplied to the auxiliary machine based on the output of the main battery, and the step-up / step-down converter is connected in series between terminals connected to the electric motor unit, A first switch element and a second switch element, at least one of which is chopper-operated in the step-down operation; and the first switch element and the second switch element. And a reactor connected at one end to a connection point, and the reactor and the second switch element are chopper circuits connected in series between the terminals of the main battery. And detecting the power supply stop from the main battery to the DC-DC converter, and controlling the electric motor unit so that the output thereof is equal to or lower than the withstand voltage of the DC-DC converter when the power supply is stopped. And the step of continuously bringing the first switch element into a conductive state and the second switch element being in a disconnected state as the power supply is stopped.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of the present invention will be described with reference to the drawings.
[0015]
[Embodiment 1]
FIG. 1 is a schematic circuit configuration diagram of a hybrid vehicle drive apparatus according to a first embodiment of the present invention. The drive device includes a main battery 50, an electric motor unit 52, a step-up / down converter 54, a DC-DC converter 56, a relay 58, a fuse 60, an auxiliary battery 62, an engine 64, and a control unit 66. . The electric motor unit 52 includes, for example, two MGs 70 and 72 and inverters 74 and 76 corresponding to the MGs. For example, the MG 70 functions as a generator that converts part or all of the engine torque into electric energy as well as a function of electromagnetically transmitting torque from the output shaft of the engine 64 to the vehicle drive shaft. On the other hand, the MG 72 applies torque to the vehicle drive shaft and also receives torque from the vehicle drive shaft during braking and regenerates electric energy. As described above, the electric motor unit 52 can generate electric power, and the generated electric power is stepped down by the step-up / step-down converter 54 and charged to the main battery 50, for example.
[0016]
The step-up / step-down converter 54 is configured by a chopper circuit, and a parallel connection body of a diode 80 and a transistor switch 82 and a parallel connection body of a diode 84 and a transistor switch 86 are connected between terminals connected to the electric motor unit 52 of the step-up / step-down converter 54. Are connected in series. A reactor 88 is connected to the connection point between the two parallel connection bodies, and this is one terminal on the main battery 50 side of the buck-boost converter 54, and the other terminal is connected to the reactor 88 of the parallel connection body of the diode 84 and the transistor switch 86. Not pulled out from the side. In the step-up / step-down converter 54, during the step-up operation, the switch 82 is turned off and the switch 86 is periodically switched. On the other hand, during the step-down operation, the switch 86 is turned off and the switch 82 is periodically switched. . For example, the voltage between the terminals of the main battery 50 is about 200 to 300 V, the normal operation voltage of the electric motor unit 52 is about 500 V, and the buck-boost converter 54 performs voltage conversion between them.
[0017]
The DC-DC converter 56 is connected between terminals on the main battery 50 side of the buck-boost converter 54, converts the voltage of DC power input from the main battery 50, and charges the auxiliary battery 62 (for example, output voltage 12V). To do. By disposing the DC-DC converter 56 on the main battery 50 side of the step-up / step-down converter 54 in this way, the withstand voltage required for the DC-DC converter 56 depends on the output voltage of the main battery 50, and the electric motor unit It can be configured to have a lower withstand voltage than when it is arranged on the 52 side. Thereby, the specifications of the components of the DC-DC converter 56 can be lowered, the circuit configuration can be simplified, and the cost can be reduced and the size can be reduced.
[0018]
The auxiliary battery 62 is used as a power source for a control circuit such as the control unit 66. The control unit 66 is a control circuit that controls the operation of each part of the drive device, and includes switches 82 and 86, inverters 74 and 76, and an engine 64 as control targets.
[0019]
The fuse 60 is connected in series to the main battery 50 in order to prevent an overcurrent from flowing through the main battery 50, and the relay 58 is connected to the main battery 50 and loads such as the DC-DC converter 56 and the step-up / down converter 54. Control discontinuity.
[0020]
Next, the operation of the present drive device when an abnormality occurs in the main battery 50 or the like will be described. For example, when the main battery 50 itself is abnormal, the fuse 60 is blown, the relay 58 is abnormal, power supply from the main battery 50 to the load is not performed. Also in this case, the vehicle can be driven by using the engine 64, and power can be generated by the electric motor unit 52.
[0021]
When the control unit 66 detects that the power supply from the main battery 50 to the load is disabled by a detection means (not shown), the control unit 66 reduces the output of the engine 64 and controls the inverters 74 and 76 to control the electric motor unit 52. Is set within the range of the allowable input voltage of the DC-DC converter 56. Further, the control unit 66 constantly turns off the switch 86 and turns on the switch 82 constantly. Thus, the step-up / step-down converter 54 is switched to a configuration in which the input given between the terminals on the motor unit 52 side is simply output to the terminals on the main battery 50 side, and the output power of the motor unit 52 is changed to the DC-DC converter 56. Is supplied with power.
[0022]
With this operation of the present driving device, the remaining charge amount of the DC-DC converter 56 can be maintained even when the DC-DC converter 56 is not supplied with power from the main battery 50 due to a failure of the main battery 50 or the like. It is possible to prevent the vehicle from falling into an inability to travel.
[0023]
As described above, the control unit 66 can start direct power supply from the motor unit 52 to the DC-DC converter 56 as soon as an abnormality is detected in the main battery 50 or the like. The remaining charge amount 62 may be monitored, and when the remaining charge amount becomes a predetermined level or less, the direct power supply may be started. In this case, the engine 64 and the electric motor unit 52 can operate as usual until the stored power of the auxiliary battery 62 is consumed and falls to a predetermined level, and the running performance of the vehicle is ensured.
[0024]
[Embodiment 2]
FIG. 2 is a circuit configuration diagram of a schematic main part of a hybrid vehicle drive apparatus according to a second embodiment of the present invention. The parts not shown in the figure are the same as those in FIG. 1 of the above embodiment, and this is incorporated in the following description. Moreover, in the following description, the same code | symbol is attached | subjected to the component similar to the said embodiment. FIG. 2 shows the DC-DC converter 56 and the step-up / step-down converter 54 in the drive unit.
[0025]
In the present embodiment, the power source of the DC-DC converter 56 is configured to be obtained from each of the main battery 50 and the electric motor unit 52. Specifically, one terminal of the electric motor unit 52 (equal to the end of the parallel connection body of the diode 80 and the switch 82 where the reactor 88 is not connected) and one end of the DC-DC converter 56 are connected. A path 100 is provided. A relay 102 and a diode 104 are connected in series on this path. The terminal of the DC-DC converter 56 to which this path is connected is also connected via a diode 106 to a line connecting the relay 58 and the reactor 88. The diodes 104 and 106 are connected in a direction in which power can be supplied from the motor unit 52 and the main battery 50 to the DC-DC converter 56, respectively. For example, the anodes of the diodes 104 and 106 are both connected to the terminals of the DC-DC converter 56. . These diodes prevent the main battery 50 and the electric motor unit 52 from being short-circuited via the path 100 even when the relay 102 is turned on.
[0026]
The DC-DC converter 56 can receive power from the main battery 50 and can also receive power from the electric motor unit 52 by making the relay 102 conductive. When power is supplied from the motor unit 52 to the DC-DC converter 56, control is performed to reduce the output of the motor unit 52 in accordance with the specifications of the DC-DC converter 56, as described in the first embodiment.
[0027]
In this configuration, even when the switch 82 of the buck-boost converter 54 fails and cannot be turned on, power can be supplied from the motor unit 52 to the DC-DC converter 56.
[0028]
【The invention's effect】
According to the hybrid vehicle drive device and the control method thereof of the present invention, when an abnormality occurs in which the DC-DC converter receives power only from a relatively low voltage main battery and cannot receive power from the main battery, By adopting a configuration that receives power from the electric motor unit, it is possible to reduce the withstand voltage of the DC-DC converter, and at the same time, it is possible to ensure the output of the DC-DC converter even when the main battery or the like is abnormal. Therefore, the operation of various control devices that operate based on the output of the DC-DC converter is ensured, and the vehicle travel can be continued.
[Brief description of the drawings]
FIG. 1 is a schematic circuit configuration diagram of a hybrid vehicle drive device according to a first embodiment of the present invention;
FIG. 2 is a circuit configuration diagram of a schematic main part of a hybrid vehicle drive device according to a second embodiment of the present invention;
FIG. 3 is a schematic circuit configuration diagram of a conventional drive device of a hybrid vehicle.
[Explanation of symbols]
50 Main Battery, 52 Electric Motor Unit, 54 Buck-Boost Converter, 56 DC-DC Converter, 58 Relay, 60 Fuse, 62 Auxiliary Battery, 64 Engine, 66 Control Unit, 70, 72 Motor / Generator (MG), 74, 76 Inverter, 82, 86 Transistor switch, 102 Relay.

Claims (7)

主電池と、エンジンと、前記主電池の出力を車両の駆動力に変換し、かつ前記エンジンが発生する駆動力を電力に変換し前記主電池を充電する電動機ユニットと、前記主電池の出力を昇圧して前記電動機ユニットへ供給すること、及び、前記電動機ユニットの出力を降圧して前記主電池へ供給することができる昇降圧型コンバータとを備えるハイブリッド車の駆動装置において、
前記昇降圧型コンバータの前記主電池が接続される端子間に接続され、補機へ供給される電力を前記主電池の出力に基づいて生成するＤＣ−ＤＣコンバータと、
前記電動機ユニットの出力を前記ＤＣ−ＤＣコンバータに直接供給する直接給電経路を構成可能な経路切り替え手段と、
前記主電池から前記ＤＣ−ＤＣコンバータへの給電が停止した場合に、前記電動機ユニットをその出力が前記ＤＣ−ＤＣコンバータの耐圧以下となるように制御し、かつ前記直接給電経路が構成されるように前記経路切り替え手段を制御する制御手段と、
を有することを特徴とするハイブリッド車の駆動装置。A main battery, an engine, an electric motor unit that converts the output of the main battery into a driving force of a vehicle, converts the driving force generated by the engine into electric power, and charges the main battery; and the output of the main battery In a hybrid vehicle drive device comprising: a step-up and supplying to the motor unit; and a step-up / step-down converter capable of stepping down the output of the motor unit and supplying it to the main battery.
A DC-DC converter that is connected between terminals to which the main battery of the step-up / step-down converter is connected, and that generates electric power supplied to an auxiliary machine based on an output of the main battery;
Path switching means capable of configuring a direct power feeding path for directly supplying the output of the electric motor unit to the DC-DC converter;
When power supply from the main battery to the DC-DC converter is stopped, the electric motor unit is controlled so that its output is equal to or lower than the withstand voltage of the DC-DC converter, and the direct power supply path is configured. Control means for controlling the route switching means;
A drive device for a hybrid vehicle, comprising: 請求項１記載のハイブリッド車の駆動装置において、
前記昇降圧型コンバータは、その前記電動機ユニットに接続される端子間に直列接続され、昇圧動作及び降圧動作において少なくとも一方がチョッパ動作される第１スイッチ素子及び第２スイッチ素子と、前記第１スイッチ素子と前記第２スイッチ素子との接続点に一方端を接続されたリアクトルとを有し、前記リアクトル及び前記第２スイッチ素子が前記主電池の端子間に直列接続されたチョッパ回路であり、
前記経路切り替え手段は、前記第１スイッチ素子及び前記第２スイッチ素子を含み、
前記制御手段は、前記直接給電経路を構成する際の前記経路切り替え手段に対する制御として、前記第１スイッチ素子を持続的に導通状態とし、前記第２スイッチ素子を持続的に切断状態とすること、
を特徴とするハイブリッド車の駆動装置。The drive device for a hybrid vehicle according to claim 1,
The step-up / step-down converter is connected in series between terminals connected to the electric motor unit, and at least one of the step-up operation and the step-down operation is chopper-operated, the first switch element and the second switch element, and the first switch element And a reactor having one end connected to a connection point between the second switch element and the reactor, and the reactor and the second switch element are connected in series between terminals of the main battery,
The path switching means includes the first switch element and the second switch element,
The control means, as a control for the path switching means when configuring the direct power supply path, to continuously turn on the first switch element, and to continuously cut the second switch element,
A hybrid vehicle drive device. 請求項１記載のハイブリッド車の駆動装置において、
前記昇降圧型コンバータは、その前記電動機ユニットに接続される端子間に直列接続され、昇圧動作及び降圧動作において少なくとも一方がチョッパ動作される第１スイッチ素子及び第２スイッチ素子と、前記第１スイッチ素子と前記第２スイッチ素子との接続点に一方端を接続されたリアクトルとを有し、前記リアクトル及び前記第２スイッチ素子が前記主電池の端子間に直列接続されたチョッパ回路であり、
前記経路切り替え手段は、前記第１スイッチ素子の前記電動機ユニットに接続される一方端と、前記ＤＣ−ＤＣコンバータの前記リアクトルに接続される側の端子との間を短絡するリレーを有し、
前記制御手段は、前記直接給電経路を構成する際の前記経路切り替え手段に対する制御として、前記リレーを導通状態とすること、
を特徴とするハイブリッド車の駆動装置。The drive device for a hybrid vehicle according to claim 1,
The step-up / step-down converter is connected in series between terminals connected to the electric motor unit, and at least one of the step-up operation and the step-down operation is chopper-operated, the first switch element and the second switch element, and the first switch element And a reactor having one end connected to a connection point between the second switch element and the reactor, and the reactor and the second switch element are connected in series between terminals of the main battery,
The path switching unit includes a relay that short-circuits between one end of the first switch element connected to the electric motor unit and a terminal of the DC-DC converter connected to the reactor.
The control means sets the relay in a conductive state as control for the path switching means when configuring the direct power feeding path,
A hybrid vehicle drive device. 主電池と、エンジンと、前記主電池の出力を車両の駆動力に変換し、かつ前記エンジンが発生する駆動力を電力に変換し前記主電池を充電する電動機ユニットと、前記主電池の出力を昇圧して前記電動機ユニットへ供給すること、及び、前記電動機ユニットの出力を降圧して前記主電池へ供給することができる昇降圧型コンバータと、補機へ供給される電力を前記主電池の出力に基づいて生成するＤＣ−ＤＣコンバータとを備え、前記昇降圧型コンバータは、その前記電動機ユニットに接続される端子間に直列接続され、昇圧動作及び降圧動作において少なくとも一方がチョッパ動作される第１スイッチ素子及び第２スイッチ素子と、前記第１スイッチ素子と前記第２スイッチ素子との接続点に一方端を接続されたリアクトルとを有し、前記リアクトル及び前記第２スイッチ素子が前記主電池の端子間に直列接続されたチョッパ回路である、ハイブリッド車の駆動装置の制御方法であって、
前記主電池から前記ＤＣ−ＤＣコンバータへの給電停止を検知するステップと、
前記給電停止に伴い、前記電動機ユニットをその出力が前記ＤＣ−ＤＣコンバータの耐圧以下となるように制御するステップと、
前記給電停止に伴い、前記第１スイッチ素子を持続的に導通状態とし、前記第２スイッチ素子を持続的に切断状態とするステップと、
を有することを特徴とするハイブリッド車の駆動装置の制御方法。A main battery, an engine, an electric motor unit that converts the output of the main battery into a driving force of a vehicle, converts the driving force generated by the engine into electric power, and charges the main battery; and the output of the main battery A step-up / step-down converter capable of boosting and supplying to the electric motor unit, stepping down the output of the electric motor unit and supplying the electric power to the main battery, and electric power supplied to the auxiliary machine to the output of the main battery And a step-up / step-down converter connected in series between terminals connected to the electric motor unit, and at least one of the step-up operation and the step-down operation is chopper-operated. And a second switch element, and a reactor having one end connected to a connection point between the first switch element and the second switch element, Akutoru and the second switching element is a chopper circuit connected in series between the terminals of the main battery, a method of controlling a hybrid vehicle drive system,
Detecting a power supply stop from the main battery to the DC-DC converter;
A step of controlling the electric motor unit so that its output is equal to or lower than a withstand voltage of the DC-DC converter in accordance with the power supply stop;
As the power supply is stopped, the first switch element is continuously turned on, and the second switch element is continuously disconnected.
A control method for a drive device of a hybrid vehicle, comprising: 請求項３記載のハイブリッド車の駆動装置において、In the hybrid vehicle drive device according to claim 3,
前記経路切り替え手段は、前記主電池と前記ＤＣ−ＤＣコンバータとを接続する電源リレーを有し、The path switching means has a power relay that connects the main battery and the DC-DC converter,
前記制御手段は、前記直接給電経路を構成する際の前記経路切り替え手段に対する制御として、前記電源リレーを非導通状態とすること、The control means sets the power relay to a non-conductive state as control for the path switching means when configuring the direct power supply path,
を特徴とするハイブリッド車の駆動装置。A hybrid vehicle drive device. 請求項３記載のハイブリッド車の駆動装置において、In the hybrid vehicle drive device according to claim 3,
前記経路切り替え手段は、The route switching means
前記主電池と前記ＤＣ−ＤＣコンバータとを接続する電源リレーと、A power relay connecting the main battery and the DC-DC converter;
前記主電池と前記ＤＣ−ＤＣコンバータとの間に逆方向電流が流れないように設けられた第１のダイオードと、A first diode provided so that a reverse current does not flow between the main battery and the DC-DC converter;
前記電動機ユニットと前記ＤＣ−ＤＣコンバータとの間に逆方向電流が流れないように設けられた第２のダイオードと、を有し、A second diode provided so that a reverse current does not flow between the electric motor unit and the DC-DC converter,
前記制御手段は、前記直接給電経路を構成する際の前記経路切り替え手段に対する制御として、前記電源リレーを非導通状態とすること、The control means, as a control for the path switching means when configuring the direct power supply path, to turn the power relay into a non-conductive state
を特徴とするハイブリッド車の駆動装置。A hybrid vehicle drive device. 主電池と、エンジンと、前記主電池の出力を車両の駆動力に変換し、かつ前記エンジンが発生する駆動力を電力に変換し前記主電池を充電する電動機ユニットと、A main battery, an engine, and an electric motor unit that converts an output of the main battery into a driving force of a vehicle, converts a driving force generated by the engine into electric power, and charges the main battery;
前記電動機ユニットに接続される端子間に直列接続され、昇圧動作及び降圧動作において少なくとも一方がチョッパ動作される第１スイッチ素子及び第２スイッチ素子と、前記第１スイッチ素子と前記第２スイッチ素子との接続点に一方端を接続されたリアクトルとを有し、前記リアクトル及び前記第２スイッチ素子が前記主電池の端子間に直列接続されたチョッパ回路であり、前記主電池の出力を昇圧して前記電動機ユニットへ供給すること、及び、前記電動機ユニットの出力を降圧して前記主電池へ供給することができる昇降圧型コンバータと、A first switch element and a second switch element which are connected in series between terminals connected to the motor unit and at least one of which is chopper-operated in the step-up operation and the step-down operation; the first switch element and the second switch element; And a reactor having one end connected to a connection point of the first battery, and the reactor and the second switch element are connected in series between the terminals of the main battery, and boost the output of the main battery. A step-up / step-down converter capable of supplying the electric unit to the main battery by reducing the output of the electric unit and supplying the electric unit;
を備えるハイブリッド車の駆動装置において、In a hybrid vehicle drive device comprising:
前記昇降圧型コンバータの前記主電池が接続される端子間に接続され、補機へ供給される電力を前記主電池の出力に基づいて生成するＤＣ−ＤＣコンバータと、A DC-DC converter that is connected between terminals to which the main battery of the step-up / step-down converter is connected, and that generates electric power supplied to an auxiliary machine based on an output of the main battery;
前記第１スイッチ素子の前記電動機ユニットに接続される一方端と、前記ＤＣ−ＤＣコンバータの前記リアクトルに接続される側の端子との間を短絡する短絡リレーと、A short-circuit relay that short-circuits between one end of the first switch element connected to the electric motor unit and a terminal of the DC-DC converter connected to the reactor;
前記主電池と前記ＤＣ−ＤＣコンバータとを接続する電源リレーと、A power relay connecting the main battery and the DC-DC converter;
前記主電池と前記ＤＣ−ＤＣコンバータとの間に逆方向電流が流れないように設けられた第１のダイオードと、A first diode provided so that a reverse current does not flow between the main battery and the DC-DC converter;
前記電動機ユニットと前記ＤＣ−ＤＣコンバータとの間に逆方向電流が流れないように設けられた第２のダイオードと、A second diode provided so that a reverse current does not flow between the electric motor unit and the DC-DC converter;
を有する経路切り替え手段と、Route switching means having
前記電源リレーを短絡状態に保持しつつ、前記短絡リレーを短絡状態とすることによって前記電動機ユニットの出力を前記ＤＣ−ＤＣコンバータに直接供給する直接給電経路を構成可能とする制御手段と、A control means for configuring a direct power supply path that directly supplies the output of the electric motor unit to the DC-DC converter by holding the power supply relay in a short-circuited state and setting the short-circuited relay in a short-circuited state;
を有することを特徴とするハイブリッド車の駆動装置。A drive device for a hybrid vehicle, comprising:
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