CN104755340A - 车载用电力控制装置的冷却系统及异常诊断方法 - Google Patents
车载用电力控制装置的冷却系统及异常诊断方法 Download PDFInfo
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- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K11/00—Arrangement in connection with cooling of propulsion units
- B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
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- B60K11/00—Arrangement in connection with cooling of propulsion units
- B60K11/06—Arrangement in connection with cooling of propulsion units with air cooling
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- B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract
一种对具备发动机(1)和旋转电机(2)的混合动力汽车(C)的电力控制装置(10)进行冷却的系统。该系统具备:冷却装置(20、40),对电力控制装置(10)进行冷却;电子控制装置(15),控制冷却装置(20、40);以及吸气温度传感器(36),设置在发动机(1)的吸气通道(50)中,并对吸气温度(Tint)进行检测。电子控制装置(15)构成为,对汽车(C)是否处于确保了供往发动机(1)的吸入空气量为大于等于基准吸入空气量的基准行驶状态进行判断,在判断为汽车(C)处于基准行驶状态时使用由吸气温度传感器(36)检测到的吸气温度(Tint)对冷却装置(20、40)有无异常进行判断,在汽车(C)未处于基准行驶状态时不判断冷却装置(20、40)有无异常。
Description
技术领域
本发明的技术涉及一种搭载于混合动力汽车上的电力控制装置的冷却系统以及异常诊断方法。
背景技术
在以发动机和旋转电机为驱动源的混合动力汽车上搭载有电力控制装置。该电力控制装置具备:电池模块,包含多个电池单元;以及逆变器,将从电池模块输出的直流电变换成交流电。例如,逆变器为了提高输出而具备大功率用的半导体元件,所以因功率损耗所产生的发热量较大。电池模块的特性根据温度而发生很大程度的改变。所以,在电力控制装置上同时设置有独立的冷却系统。
作为电力控制装置的冷却系统的一个例子,有采用了水冷式以及空冷式这两种方式的冷却系统。逆变器通过水冷式的冷却装置被冷却。该水冷式冷却装置具备:液状的冷却介质进行循环的循环流路、使冷却介质循环的泵、以及对冷却介质进行冷却的散热器。另外,散热器在其侧面具备促进散热的电动式风扇。另外,电池模块通过空冷式的冷却装置被冷却。该冷却装置具备使空气在电池单元之间流动的电动式风扇。
在该冷却系统的异常诊断中,并不只是要对逆变器以及电池模块的过热状态进行检测,而且还需要对在环境温度为低温时该冷却系统是否发生异常进行诊断。例如,由于被设置在循环流路中的水温传感器在低温区输出与断线时相同的检测信号,所以很难在低温区对水温传感器的断线进行检测。另外,由于电池模块的特性根据温度而发生很大程度的改变,所以对过热状态进行检测是理所当然的,但也需要对内部温度明显低于环境温度的状态进行检测。这样,由于在内部温度明显低于环境温度时,可以认为电池模块发生了某些异常,所以优选尽早检测出异常。
专利文献1公开了使用由环境温度传感器检测到的环境温度等和被施加在旋转电机上的转矩对设置在旋转电机上的温度传感器的断线进行检测的方法。
专利文献1:日本特开2010-220374号公报
然而,如果设置冷却系统用的环境温度传感器的话,就会增加部件数量,从而增加成本。因此,优选有效利用设置在车辆上的现有的温度传感器,但根据不同的温度传感器,有时会受到从发动机的燃烧室放出的热等的影响,使得检测精度下降。另外,这些课题并不仅限于以上述形式构成的冷却系统,在车载用电力控制装置的冷却系统中大都存在。
发明内容
本发明的目的在于,提供一种在不增加部件数量的情况下,能够使基于环境温度的异常诊断的精度提高的车载用电力控制装置的冷却系统以及异常诊断方法。
本发明的一个形态为对具备发动机和旋转电机的混合动力汽车的电力控制装置进行冷却的系统,该系统具备:冷却装置,对所述电力控制装置进行冷却;电子控制装置,控制所述冷却装置;以及吸气温度传感器,设置在所述发动机的吸气通道中,被对吸气温度进行检测,所述电子控制装置构成为,对所述汽车是否处于确保了供往所述发动机的吸入空气量为大于等于基准吸入空气量的基准行驶状态进行判断,在判断为所述汽车处于所述基准行驶状态时使用由所述吸气温度传感器检测到的吸气温度对所述冷却装置有无异常进行判断,在判断为所述汽车未处于所述基准行驶状态时不判断所述冷却装置有无异常。
基于该构成,使用由吸气温度传感器检测到的吸气温度对外部空气是否处于低温区或者高温区进行判断。所以,无须另外设置异常诊断用的环境温度传感器,也可以有效利用吸气温度传感器来检测环境温度。另外,吸气温度传感器的输出值被使用的时机只限于排除了来自于发动机的热所带来的影响且能够确保可使吸气温度与环境温度大致相同的基准吸入空气量时。因此,由于能够高精度地对环境温度进行检测,所以能够抑制对冷却装置的异常判断所产生的错误。
优选地,所述汽车构成为,以从多个行驶模式中选择出的行驶模式进行行驶,所述电子控制装置构成为,根据所述行驶模式,对可确保所述基准吸入空气量的基准速度以及基准行驶持续时间进行设定,在所述汽车的速度大于等于所述基准速度的状态被持续了大于等于所述基准行驶持续时间时,判断为所述汽车处于所述基准行驶状态。
基于该构成,在车速大于等于基准值的状态被持续了大于等于基准行驶持续时间时,判断为该混合动力汽车处于基准行驶状态,并将吸气温度用于异常诊断。如果在该时机下使用吸气温度的话,就可确保基准吸入空气量,使得发动机的吸气通道内所积存的热基本上被吸气吸收,从而能够输入与实际的环境温度大致相同温度的吸气温度。另外,由于基准速度以及基准时间基于混合动力汽车的行驶模式来设定,所以能够在各个行驶模式下在确保了基准吸入空气量的时机输入吸气温度。
优选地,所述电力控制装置具备被连接在所述旋转电机上的逆变器、和被连接在所述逆变器上的电池,所述冷却装置具备:冷却介质进行循环的冷却介质循环流路,所述冷却介质至少对所述逆变器进行冷却;散热器,对所述冷却介质进行冷却;以及电阻随温度下降而增大的冷却介质温度检测部,所述冷却介质温度检测部被设置在所述冷却介质循环流路中,所述电子控制装置构成为,对所述汽车是否处于所述基准行驶状态进行判断,在判断为所述汽车处于所述基准行驶状态时,使用由所述吸气温度传感器检测到的所述吸气温度对外部空气是否处于低温区进行判断,对所述冷却介质温度检测部的输出值是否被包含断线时输出范围内进行判断,所述断线时输出范围为该冷却介质温度检测部在断线时从该冷却介质温度检测部输出的值的范围,在外部空气未处于低温区并且所述冷却介质温度检测部的输出值被包含在所述断线时输出范围内时,判断为所述冷却介质温度检测部发生了断线,至少在外部空气处于低温区时,不判断有无断线。
基于该构成,相对于电阻伴随温度下降而增大的冷却介质温度检测部,在环境温度处于低温区、并且冷却介质温度检测部的输出值被包含在断线时输出范围内时,判断为发生了断线,而在环境温度处于低温区时不判断有无断线。因此,能够对尽管没有发生断线却只根据低温时的输出值而错误地判断为发生了断线的情况进行抑制。另外,通过使用在基准行驶状态下检测到的吸气温度,能够防止在实际的外部空气处于低温区时错误地判断为未处于低温区的情况。其结果,能够抑制尽管没有发生断线却错误地判断为发生了短线的情况。
优选地,所述电力控制装置具备被连接在所述旋转电机上的逆变器、和被连接在所述逆变器上的电池,所述冷却装置具备:电动式风扇,使空气在所述电池内流动而进行冷却;以及电池温度检测部,对所述电池的内部温度进行检测,所述电子控制装置构成为,对所述汽车是否处于所述基准行驶状态进行判断,在判断为所述汽车处于所述基准行驶状态时,向所述电子控制装置输入由所述吸气温度传感器检测到的所述吸气温度,在相比于所述输入的吸气温度,从所述电池温度检测部输入的电池温度检测值较小、并且所述吸气温度与所述电池温度检测值之差大于等于阈值时,所述电子控制装置判断为所述电池被异常冷却。
基于该构成,在相对于从吸气温度传感器输入的吸气温度,从电池温度检测部输入的电池温度检测值较小、并且吸气温度与电池温度检测值之差大于等于阈值时,判断为电池被异常冷却。因此,能够对电池已冻结的状态等进行检测。另外,通过使用在基准行驶状态时检测的吸气温度,能够防止在实际的外部空气处于低温区时错误地判断为未处于低温区的情况。因此,能够抑制在只是电池周边处于低温时错误地判断为电池发生了异常冷却的情况。
本发明的一个形态为一种对冷却装置的异常进行诊断的方法,所述冷却装置对具备发动机和旋转电机的混合动力汽车的电力控制装置进行冷却,所述汽车具备吸气温度传感器,所述吸气温度传感器被设置在所述发动机的吸气通道中并对吸气温度进行检测,该方法的特征在于,具备以下步骤:对所述汽车是否处于确保了供往所述发动机的吸入空气量为大于等于基准吸入空气量的基准行驶状态进行判断;在判断为所述汽车未处于所述基准行驶状态时,不判断所述冷却装置有无异常;在判断为所述汽车处于所述基准行驶状态时,使用由所述吸气温度传感器检测到的吸气温度作为环境温度来对所述冷却装置有无异常进行判断。
基于该构成,使用由吸气温度传感器检测到的吸气温度对外部空气是否处于低温区或者高温区进行判断。因此,无须另外设置异常诊断用的环境温度传感器,也可以有效利用吸气温度传感器来对与环境温度大致相同的温度进行检测。另外,吸气温度传感器的输出值被使用的时机只限于确保吸入空气量大于等于基准吸入空气量的情况。所以,在该时机,通过确保基准吸入空气量可排除来自于发动机的热所带来的影响,使得环境温度与吸气温度大致相同。因此,由于能够高精度地对环境温度进行检测,所以能够抑制对冷却装置的异常判断所产生的错误。
附图说明
图1是表示搭载有本发明的车载用冷却系统的混合动力汽车的一个例子的框图。
图2是表示图1的车载用冷却系统的安装位置的车辆侧视图。
图3是表示图1的冷却系统的构成的框图。
图4是用于图1的冷却系统的异常诊断方法中的关系图的概要图。
图5是表示图1的冷却系统的异常诊断方法的控制顺序的第1实施方式的流程图。
图6是表示图1的冷却系统的异常诊断方法的其他的控制顺序的第2实施方式的流程图。
具体实施方式
(第1实施方式)
以下,参照图1~图5,对车载用电力控制装置的冷却系统以及其异常诊断方法的第1实施方式进行说明。
如图1所示,混合动力汽车C具备:发动机1;电动发电机2,起到旋转电机的作用;以及未予图示的齿轮机构,该齿轮机构将发动机1和电动发电机2连结。电动发电机2经由3相电缆5被连接在电力控制装置(Power ControlUnit:PCU)10上。另外,电动发电机2经由离合器6被连结在变速器7上。变速器7的输出轴被连结在车辆的传动轴(propeller shaft)8上。
PCU10具备:用于混合动力汽车的逆变器部11;电池模块12,包含多个单元;以及ECU15,该ECU15起到电子控制装置的作用。逆变器部11经由3相电缆5被连接在电动发电机2上。电池模块12经由逆变器部11与电动发电机2电气连接。该电池模块12具备二次电池或者大容量电容器。
逆变器部11具备电力用半导体元件、和对该元件进行夹持的冷却板。逆变器部11通过未予图示的升压转换器对电池模块12的直流电流进行升压后,将其变换成三相交流并向电动发电机2供给。另外,逆变器部11将电动发电机2产生的三相交流变换成直流并向电池模块12供给,从而对电池模块12进行充电。该逆变器部11被ECU15控制,该ECU15为PCU10的构成要素。
例如,在车辆的起步时或者低负荷行驶时等,选择由电动发电机2驱动的行驶模式。此时,从电池模块12向逆变器部11供给直流电流,逆变器部11将该直流电流变换成三相交流后供给至电动发电机2。电动发电机2作为电动机进行驱动,并经由离合器6以及变速器7向传动轴8传递旋转力。这时,通过逆变器部11以及电池模块12驱动,该电能的一部分作为热被放出。
另外,在高负荷行驶时等,选择由发动机1和电动发电机2驱动的并联行驶模式。进一步,在电池模块12的剩余容量变少时等,选择只由发动机1驱动的模式、或者再生模式。在这些情况下,同样通过逆变器部11以及电池模块12驱动,该电能的一部分作为热被放出。
接着,对PCU10的冷却系统的构成加以说明。图2所示的PCU10的框体16收容有逆变器部11、电池模块12、以及ECU15。框体16具备未予图示的吸气口和排气口。从该吸气口吸入的空气从电池模块12所含的多个电池单元之间通过而对电池单元进行冷却,并从排气口排出。
在车辆C为卡车时,框体16被安装在车架F等上。因此,从旋转的车轮飞散出的水滴或者碎冰附着在框体16上,使得框体16容易结冰。另外,有时水滴或者碎冰被从框体16的上述吸气口吸入而附着在电池模块12等上,使得电池模块12等可能会结冰。因此,会出现PCU10的内部温度变得比环境温度要低的异常冷却的问题。
另外,在框体16内收容有对电池模块12进行冷却的空冷式的冷却装置40、和对逆变器部11以及ECU15进行冷却的水冷式的冷却装置20。
首先,对空冷式的冷却装置40加以说明。如图3所示,空冷式冷却装置40具备电动式风扇13以及电池监视单元30。电动式风扇13以驱动电动机13M作为驱动源,通过旋转将框体16内的空气从排气口排出,并将外部空气吸入至框体16内。
电池监视单元30对电池单元的剩余容量等电池模块12的状态进行监视。另外,电池模块12具备对其内部温度进行检测的电池温度传感器31。电池监视单元30被输入电池温度传感器31的检测信号,并向ECU15输出作为电池温度检测值的电池温度Tb。
ECU15被输入电池温度Tb的话,就会对电池模块12是否被保持在适当的温度范围内进行判断。在电池温度Tb为需要进行空气冷却的温度时,ECU15通过电池监视单元30对电动式风扇13的驱动电动机13M进行驱动。
接着,对水冷式的冷却装置20加以说明。如图3所示,该冷却装置20具备:液状的冷却介质进行循环的循环流路21;散热器22,设置在循环流路21的中途位置上;和水泵23。
循环流路21与设置在逆变器部11的冷却板的内部的流路相连通。冷却介质从设置在冷却板上的上述流路通过,由此半导体元件放出的热被冷却介质吸收。
水泵23被泵控制部24所驱动。水泵23的驱动电动机23M一驱动,冷却介质就按逆变器部11、散热器22的顺序流动,并在循环流路21内循环。
另外,在循环流路21的中途位置上设置有水温传感器32。水温传感器32由NTC热敏电阻器(thermistor)等、电阻随周围温度下降而增大的热敏电阻器构成。水温传感器32将电压值输出至ECU15。ECU15中存储有将水温传感器32输出的电压值和冷却介质温度相关联起来的冷却介质温度关系图,ECU15基于被输入的电压值和该关系图来算出冷却介质温度。
如图4所示,在冷却介质温度关系图中,伴随冷却介质温度的下降,对应的传感器电压值变大。另外,在冷却介质温度关系图中,设置电压上限值Vmax来作为维持水温传感器32的检测精度的上限值。例如在零下30度附近的低温区,水温传感器32输出超过电压上限值Vmax(例如被设定为“4.8V”)的电压值。进一步,如果水温传感器32发生断线的话,水温传感器32就会输出超过电压上限值Vmax的电压值,该电压值与低温时输出的值大致相同。因此,只根据输出了超过电压上限值Vmax的电压值这一情况,难以判别是水温传感器32发生了断线、还是只是PCU10周边的温度、即环境温度为低温。
另外,ECU15从冷却介质温度以及未予图示的泵旋转关系图求出水泵23的指示转速,并通过泵控制部24对水泵23进行驱动。
如图3所示,在散热器22的侧面设置有电动式风扇25。ECU15在冷却介质温度大于等于预定温度时,通过散热器控制部33以一定的旋转速度对电动式风扇25的驱动电动机25M进行驱动。
进一步,ECU15从对车轮的旋转速度进行检测的车速传感器35取得车速S,并对车辆C是否处于行驶中进行判断。另外,ECU15从设置在发动机1的吸气通道50中的吸气温度传感器36输入吸气温度Tint(即流经吸气通道50的吸入空气的温度)。吸气温度传感器36具备供流经吸气通道50的吸入空气的一部分流向检测部的旁通路,并且具有不易受来自于未予图示的空气净化器的吸气脉动的影响的构造。
ECU15对作为PCU10的冷却系统的构成要素的各个装置进行异常诊断。在此,就对于水温传感器32的异常诊断处理加以说明。
从点火开关向ECU15输入表示接通状态的信号的话,ECU15就通过泵控制部24对水泵23的驱动电动机23M进行驱动。另外,ECU15一被输入接通信号,就开始进行诊断水温传感器32有无断线的异常诊断处理。
如图5所示,ECU15开始进行对水温传感器32的异常诊断处理时,从车速传感器35向ECU15输入车速S(步骤S1-1)。进一步,ECU15设定与此时的车辆C的行驶模式对应的基准速度Smin以及基准时间Dmin(步骤S1-2)。基准速度Smin以及基准时间Dmin分别被设定为,在对应的行驶模式中,发动机1的吸入空气量成为大于等于预定吸入空气量、即大于等于基准吸入空气量的值。
行驶模式、或者该行驶模式被选择的时机根据车型而不同。由于在例如仅使电动发电机2驱动的行驶模式中,发动机1停止而无法确保基准吸入空气量,所以例如基准速度Smin被设定为发动机1启动时无法达到的高速度(例如,时速200km)。另外,在上述的并联行驶模式、仅由发动机1驱动的行驶模式、再生模式中,选择了这些模式时确保基准吸入空气量所需的车速和行驶持续时间通过实验来求出,并且该求出的车速和行驶持续时间作为基准速度Smin以及基准时间Dmin而被存储在ECU15的存储部中。
然后,ECU15对被输入的车速S是否大于等于基准速度Smin进行判断(步骤S1-3)。在判断为车速S大于等于基准速度Smin时(在步骤S1-3中为“是”),ECU15开始计测车速S大于等于基准速度Smin的状态所持续的时间作为行驶持续时间D(步骤S1-4)。进一步,ECU15对计测的行驶持续时间D是否大于等于预先设定的基准时间Dmin进行判断(步骤S1-5)。
在判断为行驶持续时间D小于基准时间Dmin时(在步骤S1-5中为“否”),ECU15返回到步骤S1-3,并对车速S是否大于等于基准速度Smin进行判断。然后,在车速S大于等于基准速度Smin的状态持续着的情况下(在步骤S1-3中为“是”),ECU15进入步骤S1-4,对行驶持续时间D进行更新。因此,只要车速S不低于基准速度Smin,该状态所持续的行驶持续时间D就会被更新。
然后,在行驶持续时间D大于等于基准时间Dmin时(在步骤S1-5中为“是”),被输入吸气温度传感器36检测出的吸气温度Tint(步骤S1-6),并将吸气温度Tint作为环境温度来使用。也就是说,在车速S刚达到基准速度Smin之后,从发动机1的燃烧室放出来的热的一部分有可能没有被吸气吸收,有不少被积存在吸气通道50内。由于如果行驶持续时间D达到基准时间Dmin的话,吸气通道50内所积存的热就基本上被吸气吸收,所以吸气温度Tint与实际的环境温度大致相同。另外,作为对吸入空气量被确保为大于等于基准量的状态进行判断的方法,也可以考虑通过从空气流量计等取得的吸入空气量来进行判断的方法,但从空气流量计等取得的吸入空气量需要根据吸气温度Tint进行补正,所以不是优选的。
ECU15被输入吸气温度Tint的话,就对吸气温度Tint是否大于等于水温传感器32的下限温度Tmin进行判断(步骤S1-7)。下限温度Tmin为水温传感器32被维持在高精度状态的温度区域中最低的温度。如图4所示,在冷却介质温度关系图中,下限温度Tmin与电压上限值Vmax对应,下限温度Tmin例如为“零下25度”。
在步骤S1-7中,在判断为吸气温度Tint大于等于下限温度Tmin时(在步骤S1-7中为“是”),ECU15进行判断水温传感器32有无断线的判断处理(步骤S1-8)。例如,ECU15对水温传感器32输出的电压值V是否大于等于电压上限值Vmax进行判断。在电压值V大于等于电压上限值Vmax时,ECU15判断为水温传感器32发生了断线,并将表示断线的代码输出至其他的ECU等。在电压值V小于电压上限值Vmax时,ECU15判断为没有发生断线。在对有无断线进行判断后,进入步骤S1-9。
另一方面,由于在步骤S1-7中,在判断为吸气温度Tint小于下限温度Tmin时(在步骤S1-7中为“否”),外部空气处于低温区,很难从水温传感器32的电压值来判断水温传感器32有无断线,所以ECU15不进行判断处理(步骤S1-10),进入步骤S1-9。
在步骤S1-9中,对是否结束诊断进行判断。例如,ECU15对是否从点火开关输入了断开信号进行判断。在输入了断开信号时,结束诊断(在步骤S1-9中为“是”)。在判断为不结束诊断时,ECU15返回到步骤S1-1并重复上述的处理。也就是说,只要车速S大于等于基准速度Smin,ECU15就继续更新行驶持续时间D,并对吸气温度Tint与下限温度Tmin进行比较。
另一方面,在步骤S1-3中,在判断为车速S小于行驶基准速度Smin时(在步骤S1-3中为“否”),由于吸入空气量不足,所以很可能无法通过吸入空气将从发动机1的燃烧室放出来的热完全从吸气温度传感器36周边排出,从而难以对外部空气自身的温度进行检测。因此,在这种情况下,不进行判断水温传感器32有无断线的判断处理(步骤S1-10)。所以,能够防止尽管环境温度处于低温区却判断为未处于低温区的情况。其结果,能够抑制在实际上水温传感器32未发生断线时却错误地判断为已发生断线的情况。
如以上说明的那样,基于第1实施方式,可以获得以下所列举的优点。
(1)ECU15使用由吸气温度传感器36检测出的吸气温度Tint对外部空气是否处于低温区进行判断。因此,无须另外设置异常诊断用的环境温度传感器,也能够有效利用吸气温度传感器36来检测环境温度。另外,吸气温度传感器36的输出值只有在排除了来自于发动机1的热所带来的影响、且能够确保可使吸气温度与环境温度大致相同的基准吸入空气量时才被使用。因而,由于能够高精度地检测环境温度,所以能够抑制对冷却装置的异常判断错误。
(2)关于伴随温度下降而增大的水温传感器32,在环境温度未处于低温区、并且水温传感器32的输出值大于等于Vmax时,ECU15判断为水温传感器32发生了断线。另外,ECU15在吸气温度Tint小于下限温度Tmin的低温区不判断有无断线。所以,能够抑制尽管没有发生断线却只根据低温区下的传感器输出值错误地判断为发生了断线的情况。另外,通过使用在确保了基准吸入空气量的基准行驶状态下检测到的吸气温度Tint,可防止在实际的外部空气处于低温区时错误地判断为未处于低温区的情况。其结果,可抑制尽管没有发生断线却错误地判断为发生了短线的情况。
(3)由于在车速S大于等于预先设定的基准速度Smin的状态被持续了大于等于基准时间Dmin时,吸入空气量被充分确保,使得发动机的吸气通道50内所积存的热基本上被吸气吸收,所以由吸气温度传感器36检测的吸气温度Tint与实际的环境温度大致相同。另外,由于基准速度Smin以及基准时间Dmin基于混合动力汽车的行驶模式来设定,所以能够适当地判断各个行驶模式下确保了基准吸入空气量,并将吸气温度Tint作为环境温度来使用。
(第2实施方式)
参照图6,对车载用电力控制装置的冷却系统以及其异常诊断方法的第2实施方式加以说明。另外,由于第2实施方式的构成只是对第1实施方式的诊断方法进行了更改,所以对相同的部分附上相同的符号并省略其详细的说明。
在本实施方式中,对电池模块12有无异常冷却进行诊断。如图6所示,异常冷却诊断处理开始时,从车速传感器35向ECU15输入车速S(步骤S1-1),ECU15对与此时的车辆C的行驶模式对应的基准速度Smin以及基准时间Dmin进行设定(步骤S1-2)。进一步,ECU15对被输入的车速S是否大于等于表示行驶中的基准速度Smin进行判断(步骤S1-3)。
在判断为车速S大于等于基准速度Smin时(在步骤S1-3中为“是”),ECU15开始计测车速S大于等于基准速度Smin的状态所持续的时间作为行驶持续时间D(步骤S1-4)。
进一步,ECU15对计测到的行驶持续时间D是否大于等于预先设定的基准时间Dmin进行判断(步骤S1-5)。在判断为行驶持续时间D小于基准时间Dmin时(在步骤S1-5中为“否”),ECU15返回到步骤S1-3,对车速S是否大于等于基准速度Smin进行判断。
在行驶持续时间D大于等于基准时间Dmin时(在步骤S1-5中为“是”),被输入由吸气温度传感器36检测到的吸气温度Tint(步骤S1-6),并将吸气温度Tint作为环境温度来使用。
进一步,从电池监视单元30向ECU15输入电池温度Tb(步骤S1-11)。然后,ECU15对吸气温度Tint是否高于电池温度Tb进行判断(步骤S1-12)。电池正常时,通常电池温度Tb比环境温度要高。在判断为吸气温度Tint小于等于电池温度Tb时(在步骤S1-12中为“否”),ECU15判断电池模块12没有发生异常冷却(步骤S1-15),进入步骤S1-9。
在判断为吸气温度Tint高于电池温度Tb时(在步骤S1-12中为“是”),求出吸气温度Tint与电池温度Tb的差值,对该差值是否大于等于预定值ΔT进行判断(步骤S1-13)。在判断为吸气温度Tint与电池温度Tb的差值小于预定值ΔT时(在步骤S1-13中为“否”),判断电池模块12没有发生异常冷却(步骤S1-15),进入步骤S1-9。
另一方面,在步骤S1-13中,当判断为吸气温度Tint与电池温度Tb的差值大于等于预定值ΔT时(在步骤S1-13中为“是”),判断为电池模块12发生了已冻结等的异常冷却(步骤S1-14)。在这种情况下,ECU15将表示例如异常冷却的代码输出至其他的ECU等,进入步骤S1-9。在步骤S1-9中,对是否结束诊断进行判断。
如以上说明的那样,基于第2实施方式,除了第1实施方式所记载的优点(1)以及(3)之外,还可以获得以下所列举的优点。
(4)在相比于从吸气温度传感器36输入的吸气温度Tint,从电池温度传感器31输入的电池温度Tb较低、并且吸气温度Tint与电池温度Tb之差大于等于预定值ΔT时,ECU15判断为电池模块12被异常冷却。所以,能够对电池模块12已冻结的状态等的异常冷却进行检测。另外,通过使用在车辆C处于基准行驶状态时检测的吸气温度Tint,可防止即使在实际的外部空气处于低温区却错误地判断为未处于低温区的情况。因此,能够抑制基于比实际的环境温度高的吸气温度Tint来判断为电池模块12发生了异常冷却的情况。
另外,上述实施方式也可以适当变更为以下的形式并加以实施。
·虽然在第1实施方式中,将诊断对象设为了水温传感器32,然而也可以将电阻伴随温度下降而增大的其他传感器(例如电池温度传感器31等)作为诊断对象。
·虽然在第1实施方式中,水温传感器32的下限温度Tmin与电压上限值Vmax相对应,然而只要在电压上限值Vmax附近即可,也可以小于电压上限值Vmax,也可以超过电压上限值Vmax。
·虽然在上述实施方式中,将车载用电力控制装置的冷却系统具体化为搭载于混合动力汽车上的冷却系统,然而也可以具体化为搭载于电动汽车上的冷却系统。
·混合动力汽车的构成没有特别的限定。例如,也可以为并联方式以外的构成,也可以为串联方式、或者动力分割方式的构成。
Claims (5)
1.一种对具备发动机和旋转电机的混合动力汽车的电力控制装置进行冷却的系统,其特征在于,具备:
冷却装置,对所述电力控制装置进行冷却;
电子控制装置,控制所述冷却装置;以及
吸气温度传感器,设置在所述发动机的吸气通道中,并对吸气温度进行检测,
所述电子控制装置构成为,
对所述汽车是否处于确保了供往所述发动机的吸入空气量为大于等于基准吸入空气量的基准行驶状态进行判断,
在判断为所述汽车处于所述基准行驶状态时,使用由所述吸气温度传感器检测到的吸气温度对所述冷却装置有无异常进行判断,
在判断为所述汽车未处于所述基准行驶状态时,不判断所述冷却装置有无异常。
2.根据权利要求1所述的系统,其特征在于,
所述汽车构成为,以从多个行驶模式中选择出的行驶模式进行行驶,
所述电子控制装置构成为,
根据所述行驶模式,对可确保所述基准吸入空气量的基准速度以及基准行驶持续时间进行设定,
在所述汽车的速度大于等于所述基准速度的状态被持续了大于等于所述基准行驶持续时间时,判断为所述汽车处于所述基准行驶状态。
3.根据权利要求1或者2所述的系统,其特征在于,
所述电力控制装置具备被连接在所述旋转电机上的逆变器、和被连接在所述逆变器上的电池,
所述冷却装置具备:冷却介质进行循环的冷却介质循环流路,所述冷却介质至少对所述逆变器进行冷却;散热器,对所述冷却介质进行冷却;以及电阻随温度下降而增大的冷却介质温度检测部,所述冷却介质温度检测部被设置在所述冷却介质循环流路中,
所述电子控制装置构成为,
对所述汽车是否处于所述基准行驶状态进行判断,在判断为所述汽车处于所述基准行驶状态时,使用由所述吸气温度传感器检测到的所述吸气温度对外部空气是否处于低温区进行判断,
对所述冷却介质温度检测部的输出值是否被包含在断线时输出范围内进行判断,所述断线时输出范围为该冷却介质温度检测部断线时从该冷却介质温度检测部输出的值的范围,
在外部空气未处于低温区并且所述冷却介质温度检测部的输出值被包含在所述断线时输出范围内时,判断为所述冷却介质温度检测部发生了断线,
至少在外部空气处于低温区时,不判断有无断线。
4.根据权利要求1或者2所述的系统,其特征在于,
所述电力控制装置具备被连接在所述旋转电机上的逆变器、和被连接在所述逆变器上的电池,
所述冷却装置具备:电动式风扇,使空气在所述电池内流动而进行冷却;以及电池温度检测部,对所述电池的内部温度进行检测,
所述电子控制装置构成为,
对所述汽车是否处于所述基准行驶状态进行判断,在判断为所述汽车处于所述基准行驶状态时,向所述电子控制装置输入由所述吸气温度传感器检测到的所述吸气温度,
在相比于所述输入的吸气温度,从所述电池温度检测部输入的电池温度检测值较小、并且所述吸气温度与所述电池温度检测值之差大于等于阈值时,所述电子控制装置判断为所述电池被异常冷却。
5.一种对冷却装置的异常进行诊断的方法,所述冷却装置对具备发动机和旋转电机的混合动力汽车的电力控制装置进行冷却,所述汽车具备吸气温度传感器,所述吸气温度传感器被设置在所述发动机的吸气通道中并对吸气温度进行检测,
所述方法的特征在于,具备以下步骤:
对所述汽车是否处于确保了供往所述发动机的吸入空气量为大于等于基准吸入空气量的基准行驶状态进行判断;
在判断为所述汽车未处于所述基准行驶状态时,不判断所述冷却装置有无异常;
在判断为所述汽车处于所述基准行驶状态时,使用由所述吸气温度传感器检测到的吸气温度作为环境温度来对所述冷却装置有无异常进行判断。
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PCT/JP2013/077292 WO2014057917A1 (ja) | 2012-10-12 | 2013-10-08 | 車載用電力制御装置の冷却システム及び異常診断方法 |
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EP2907713A1 (en) | 2015-08-19 |
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JP2014076773A (ja) | 2014-05-01 |
US9381913B2 (en) | 2016-07-05 |
EP2907713B1 (en) | 2019-06-05 |
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US20150232087A1 (en) | 2015-08-20 |
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