JP2009303329A - Power output device, vehicle equipped therewith, and control method for the power output devices - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To simplify the configuration of which is equipped with a boosting means having a reactor. <P>SOLUTION: In a hybrid automobile 20 which charges/discharges a current is supplied from a battery 50 and is detected by a current sensor 51b; boost ratio indicates the degree of boosting at a boosting circuit 55, based on voltages detected with voltage sensors 57a, 58a; and a reactor temperature estimating map defines the relation between the temperature of cooling water for cooling the boosting circuit 55, detected by a cooling water temperature sensor 95 and the temperature of a reactor L. When a charge/discharge current, boost ratio, and cooling water temperature are given, reactor temperature is estimated by using this map. An input/output limit, or the maximum power to which the battery 50 may be charged/discharged is set, based on the estimated reactor temperature. Driving of a motor MG2 is controlled by a torque command which is limited by the set input/output limit. Thus, a sensor for detecting the temperature of the reactor L can be eliminated. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a power output apparatus, a vehicle on which the power output apparatus is mounted, and a method for controlling the power output apparatus.

Conventionally, as a power output device, in a boost converter including a diode, a transistor, and a reactor, the temperature of the transistor is detected based on the voltage across the diode, and the detected temperature is estimated as the temperature of the boost converter. Thus, there has been proposed one that can accurately estimate the temperature of the cooling water even immediately after the transistor is turned off (see, for example, Patent Document 1).
JP 2004-219324 A

  By the way, in the motive power output apparatus etc. which were described in this patent document 1, the temperature of the reactor with which a boost converter is provided is measured with a sensor, and the reactor which inputs and outputs may be aimed at. Thus, when the temperature sensor which measures the temperature of a reactor is provided, there existed a problem that the structure became complicated.

  The present invention has been made in view of such problems, and includes a power output device capable of simplifying the configuration, including a booster having a reactor, a vehicle equipped with the power output device, and a control method for the power output device. The main purpose is to provide

  The present invention employs the following means in order to achieve at least a part of the above-described object.

That is, the power output device of the present invention is
An electric motor that inputs and outputs power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
A booster that has a reactor and is connected between the electric motor and the electric storage means and can increase the voltage of the electric storage means and supply the electric voltage to the electric motor;
The reactor based on a current value supplied from the power storage means, a temperature of a cooling medium that cools the boosting means, and a boost ratio that is a value obtained by dividing an output voltage from the boosting means by an input voltage to the boosting means. Temperature estimation means for estimating the temperature of
Control means for setting an input / output limit as the maximum power that may be charged and discharged to the power storage means based on the estimated temperature of the reactor, and driving and controlling the electric motor based on the set input / output limit;
Is provided.

  In this power output device, based on the current value supplied from the power storage means, the boost ratio that is a value obtained by dividing the output voltage from the boost means by the input voltage to the boost means, and the temperature of the cooling medium that cools the boost means. The temperature of the reactor is estimated, an input / output limit is set as the maximum power that may charge / discharge the power storage means based on the estimated reactor temperature, and the electric motor is driven and controlled based on the set input / output limit. Thus, since the temperature of the reactor is estimated using the current value, the step-up ratio, and the temperature of the cooling medium of the step-up means, the detection means for detecting the temperature of the reactor can be omitted. Therefore, the configuration can be simplified.

  In the power output apparatus of the present invention, the temperature estimation means increases as the current value increases when the temperature of the cooling medium and the boost ratio are fixed, and fixes the current value and the boost ratio. The temperature of the reactor is estimated to increase as the temperature of the cooling medium increases and the current value and the temperature of the cooling medium are fixed and increase as the step-up ratio increases. It may be a means.

  In the power output apparatus of the present invention, the temperature estimating means uses the correspondence relationship in which the current value, the boost ratio, the temperature of the cooling medium, and the temperature of the reactor are associated with each other, and the current value, the boost ratio, and the If the temperature of the cooling medium is given, it may be a means for estimating the temperature of the reactor using the correspondence. If it carries out like this, the temperature of a reactor can be estimated comparatively easily using a correspondence.

  In the power output apparatus of the present invention, the control means is a means for setting the input / output restriction so that the maximum power that may charge / discharge the power storage means is reduced when the temperature of the reactor exceeds a predetermined value. It is good. In this way, the reactor can be protected relatively easily.

  The power output device of the present invention is connected to three shafts of an internal combustion engine, a power generator for inputting / outputting power, the drive shaft, the output shaft of the internal combustion engine, and the rotating shaft of the power generator. Three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from any of the two shafts, and the control means includes the internal combustion engine and the generator. May also be controlled.

  The vehicle of the present invention is a vehicle on which the power output device described in any one of the above is mounted and an axle is connected to the drive shaft. Since the power output device of the present invention can simplify the configuration of the boosting means, a vehicle equipped with the same has the same effect.

The method for controlling the power output apparatus of the present invention includes:
An electric motor for inputting / outputting power to / from a drive shaft; an electric storage means capable of exchanging electric power with the electric motor; and a reactor connected between the electric motor and the electric storage means to boost the voltage of the electric storage means A method for controlling a power output device comprising a boosting means capable of being supplied to an electric motor,
A booster that is a value obtained by dividing the temperature of the cooling medium that cools the booster, the voltage value of the power storage unit, the current value supplied from the power storage unit, and the output voltage from the booster by the input voltage to the booster. Estimating the temperature of the reactor based on the ratio,
Based on the estimated temperature of the reactor, set the input / output limit as the maximum power that may charge and discharge the power storage means,
It includes driving control of the electric motor based on the set input / output restriction.

  In this power output device control method, the current value supplied from the storage means and the output voltage from the boosting means divided by the input voltage to the boosting means, and the temperature of the cooling medium that cools the boosting means, Based on the estimated reactor temperature, set the input / output limit as the maximum power that may charge / discharge the power storage means based on the estimated reactor temperature, and drive the motor based on the set input / output limit Control. Thus, since the temperature of the reactor is estimated using the current value, the step-up ratio, and the temperature of the cooling medium of the step-up means, the detection means for detecting the temperature of the reactor can be omitted. Therefore, the configuration of the boosting means can be simplified. In this method for controlling the power output apparatus, various aspects of the power output apparatus described above may be adopted, and steps for realizing each function of the power output apparatus described above may be added. .

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an electric drive system including motors MG1 and MG2. As shown in FIG. 1, the hybrid vehicle 20 according to the embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30 via a reduction gear 35, and a direct current to an alternating current And inverters 41 and 42 that can be supplied to the motors MG1 and MG2; a booster circuit 55 that has a reactor L and that converts the voltage of the power from the battery 50 and that can be supplied to the inverters 41 and 42; and a booster circuit 55, a cooling system 90 that cools the electric drive system such as the inverters 41 and 42, and a hybrid electronic control that controls the entire vehicle. And a unit 70.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  As shown in FIG. 2, each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor including a rotor having a permanent magnet attached to the outer surface and a stator wound with a three-phase coil. . The inverters 41 and 42 include six transistors T11 to T16 and T21 to 26, and six diodes D11 to D16 and D21 to D26 connected in parallel to the transistors T11 to T16 and T21 to T26 in the reverse direction. Yes. Two transistors T11 to T16 and T21 to T26 are arranged in pairs so that each of the inverters 41 and 42 serves as a source side and a sink side with respect to the positive electrode bus 54a and the negative electrode bus 54b shared by the power line 54. Each of the three-phase coils (U-phase, V-phase, W-phase) of the motors MG1, MG2 is connected to each connection point between the paired transistors. Therefore, a rotating magnetic field is formed in the three-phase coil by controlling the ratio of the on-time of the transistors T11 to T16 and T21 to T26 that make a pair while a voltage is acting between the positive electrode bus 54a and the negative electrode bus 54b. The motors MG1, MG2 can be driven to rotate. Since the inverters 41 and 42 share the positive bus 54a and the negative bus 54b, the electric power generated by either the motor MG1 or MG2 can be supplied to another motor. A system main relay 56 is connected between the battery 50 and the booster circuit 55, and a smoothing capacitor 57 is connected between the booster circuit 55 and the inverter 41 to the positive bus 54 a and the negative bus 54 b. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 is input, and the motor ECU 40 outputs switching control signals to the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  As shown in FIG. 2, the booster circuit 55 includes two transistors T31 and T32, two diodes D31 and D32 connected in parallel to the transistors T31 and T32 in the reverse direction, and a reactor L. The two transistors T31 and T32 are connected to the positive bus 54a and the negative bus 54b of the inverters 41 and 42, respectively, and the reactor L is connected to the connection point. Further, the positive terminal and the negative terminal of the battery 50 are connected to the reactor L and the negative bus 54 b via the system main relay 56, respectively. Therefore, by turning on / off the transistors T31 and T32, the voltage of the DC power of the battery 50 is boosted and supplied to the inverters 41 and 42, or the DC voltage acting on the positive bus 54a and the negative bus 54b is lowered. The battery 50 can be charged. A smoothing capacitor 58 is connected to the reactor L and the negative electrode bus 54b. Hereinafter, the power line 54 side of the booster circuit 55 is referred to as a high voltage system, and the battery 50 side of the booster circuit 55 is also referred to as a low voltage system.

  The battery 50 is configured as a lithium ion secondary battery, and is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from the voltage sensor 51 a installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the battery 50.

  The cooling system 90 is configured as a system that supplies cooling water as a cooling medium to the booster circuit 55, the inverters 41 and 42, and the motors MG1 and MG2 to cool these cooling targets. The cooling system 90 is provided on the upstream side of the circulation pump 92, a cooling water passage 91 that circulates through each cooling target so that the cooling water can circulate, a circulation pump 92 that is provided in the cooling water passage 91 and pumps the cooling water. A radiator 93 that cools the cooling water by heat exchange with the outside air, a fan motor 94 that drives the fan to blow the outside air to the radiator 93, and a cooling water temperature sensor 95 that detects the temperature of the cooling water cooled by the radiator 93, It is equipped with. The cooling water passage 91 is formed as a passage through which the cooling water flows in order from the radiator 93 to the booster circuit 55, the inverters 41 and 42, the motor MG2, and the motor MG1. Further, the cooling water channel 91 is formed on the lower surface of the substrate on which the reactor L is disposed, and the reactor L can be cooled by the cooling water flowing through the cooling water channel 91. Circulation pump 92 and fan motor 94 are driven by control signals from motor ECU 40. Cooling water temperature sensor 95 outputs cooling water temperature TC to motor ECU 40.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes a voltage of the capacitor 57 from the voltage sensor 57a (hereinafter referred to as a high voltage system boosted voltage VH) and a voltage of the capacitor 58 from the voltage sensor 58a (hereinafter referred to as a low voltage system before boosting). Voltage VL), an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83 The degree Acc, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. From the hybrid electronic control unit 70, a switching control signal to the transistors T31 and T32 of the booster circuit 55, a drive signal to the system main relay 56, and the like are output via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, after describing the drive control of the hybrid vehicle 20 of the embodiment thus configured, the setting of the battery input / output limits Win and Wout of the battery 50 will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec). When this drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1 of the motors MG1 and MG2. , Nm2, input / output restrictions Win and Wout of the battery 50, and the like, a process of inputting data necessary for control is executed (step S100). Next, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft as the torque required for the vehicle based on the accelerator opening Acc and the vehicle speed V, and the required power Pe * required for the engine 22 Is set (step S110). The required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr *, and given the accelerator opening Acc and the vehicle speed V. The corresponding required torque Tr * is derived from the stored map and set. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S120). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. For example, if the horizontal axis is the rotational speed Ne of the engine 22 and the vertical axis is the torque Te of the engine 22, the required power Pe * (Ne * × Te *) is constant for the target rotational speed Ne * and the target torque Te *. It can be obtained from the intersection of the curve and the operation line.

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S130). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term. Subsequently, the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win, Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1 is calculated. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing by the rotational speed Nm2 of MG2 are calculated by the following equations (3) and (4) (step S140), and the required torque The temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated by using the Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S150), and the calculated torque limit Torque command of motor MG2 as a value obtained by limiting temporary motor torque Tm2tmp with Tmin and Tmax Setting the m2 * (step S160). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Expression (5) can be easily derived from the above-described dynamic relational expression for the rotating elements of the power distribution and integration mechanism 30.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)
Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S170), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. Further, the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  Next, the setting of the battery input / output limits Win and Wout will be described. FIG. 4 is a flowchart showing an example of an output management routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec). When this routine is executed, the CPU 72 of the hybrid electronic control unit 70 performs the charge / discharge current Ib from the current sensor 51b, the cooling water temperature TC from the cooling water temperature sensor 95, the pre-boosting voltage VL from the voltage sensor 58a, and the voltage sensor. A process of inputting necessary data such as the boosted voltage VH from 57a, the remaining capacity SOC of the battery 50, and the battery temperature Tb from the temperature sensor 51c is executed (step S200). Here, the charge / discharge current Ib and the remaining capacity SOC are input from the battery ECU 52 by communication.

  Next, the temperature TL of the reactor L is estimated based on the input charge / discharge current Ib, the input cooling water temperature TC, and the boost ratio VH / VL that is a value obtained by dividing the post-boost voltage VH by the pre-boost voltage VL. (Step S210). Here, the reactor L is more likely to generate heat as the charge / discharge current Ib is larger, and more likely to generate heat as the boost ratio VH / VL is higher. Further, the reactor L is more likely to release heat as the cooling water temperature TC is lower. Therefore, temperature TL of reactor L can be estimated using the relationship among charge / discharge current Ib, cooling water temperature TC, and step-up ratio VH / VL. In this embodiment, the reactor temperature TL is stored in the ROM 74 as a reactor temperature estimation map by preliminarily determining the relationship among the charge / discharge current Ib, the cooling water temperature TC, the step-up ratio VH / VL, and the reactor temperature TL. When the charge / discharge current Ib, the cooling water temperature TC, and the step-up ratio VH / VL are given, the corresponding reactor temperature TL is derived from the stored map and estimated. FIG. 5 shows an example of the reactor temperature estimation map. In the reactor temperature estimation map, the charge / discharge current Ib tends to increase as the charge / discharge current Ib increases when the coolant temperature TC and the step-up ratio VH / VL are fixed (when they are set to the same value). And the boost ratio VH / VL tend to increase as the cooling water temperature TC increases, and the boost ratio VH / VL increases when the charge / discharge current Ib and the coolant temperature TC are fixed. The reactor temperature TL is set to be estimated so as to increase. As shown in the lower left diagram of FIG. 5, the relationship between the charge / discharge current Ib and the reactor temperature TL is set such that the reactor temperature TL increases exponentially as the charge / discharge current Ib increases. Further, as shown in the lower right diagram of FIG. 5, the relationship between the cooling water temperature TC and the reactor temperature TL is set so that the reactor temperature TL increases to converge to a predetermined value when the cooling water temperature TC increases. Yes.

  Subsequently, input / output limits Win and Wout of the battery 50 as the maximum power that may be charged / discharged of the battery 50 are set based on the estimated reactor temperature TL and the remaining capacity SOC of the battery 50 (step S220), and this routine Exit. The input / output limits Win and Wout of the battery 50 are set based on the reactor temperature TL and the battery temperature Tb from the temperature sensor 51c, and the basic values of the input / output limits Win and Wout are set, and based on the remaining capacity (SOC) of the battery 50. The output limiting correction coefficient and the input limiting correction coefficient can be set, and the basic values of the set input / output limits Win and Wout can be multiplied by the correction coefficient. FIG. 6 shows an example of the relationship between the reactor temperature TL and the basic values of the input / output limits Win and Wout, and FIG. 7 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win and Wout. Indicates. As shown in FIG. 6, the basic values of the input / output limits Win and Wout of the battery 50 are set so that the maximum power that can charge and discharge the battery 50 is reduced when the reactor temperature TL exceeds a predetermined value. It has been established. Then, the input / output limits Win and Wout of the battery 50 set here are read out by the above-described drive control routine to limit the torque command Tm2 * of the motor MG2 and drive control of the motor MG2 is performed. As described above, since the input / output limits Win and Wout of the battery 50 are set using the estimated reactor temperature TL, the temperature sensor for measuring the temperature of the reactor L can be omitted, and the reactor L can be protected. it can.

  According to the hybrid vehicle 20 of the present embodiment described in detail above, the charge / discharge current Ib supplied from the battery 50, the boost ratio VH / VL representing the degree of boost in the boost circuit 55, and the boost circuit 55 are cooled. Using a reactor temperature estimation map that defines the relationship between the cooling water temperature TC of the cooling water and the reactor temperature TL, this map is used when the charge / discharge current Ib, the step-up ratio VH / VL, and the cooling water temperature TC are given. Then, the reactor temperature TL is estimated, the input / output limits Win and Wout are set as the maximum power that may charge / discharge the battery 50 based on the estimated reactor temperature TL, and the set input / output limits Win and Wout are used. The motor MG2 is driven and controlled by the torque command Tm2 * that is limited by the above. As described above, since the sensor for detecting the temperature of the reactor L can be omitted, the configuration of the booster circuit 55 can be simplified. Moreover, since the reactor temperature estimation map is used, the reactor temperature TL can be estimated relatively easily. Furthermore, since the basic values of the input / output limits Win and Wout are set so that the maximum power that may charge / discharge the battery 50 is reduced when the reactor temperature TL exceeds a predetermined value, the reactor L can be protected relatively easily. Can be achieved.

  In the embodiment described above, the reactor temperature TL is estimated using the reactor temperature estimation map. However, the present invention is not limited to this. For example, the charge / discharge current Ib, the step-up ratio VH / VL, and the cooling water temperature TC of the cooling water are used. And the reactor temperature TL may be determined, and when these values are input, the reactor temperature TL may be obtained by calculation.

  In the example, when the cooling water temperature TC and the boost ratio VH / VL were fixed, the charge / discharge current Ib and the boost ratio VH / VL were fixed so as to increase as the charge / discharge current Ib increased. The reactor temperature TL is estimated to tend to increase as the cooling water temperature TC increases, and to increase as the boost ratio VH / VL increases when the charge / discharge current Ib and the cooling water temperature TC are fixed. However, the present invention is not limited to this, and the reactor temperature TL may be estimated in a tendency corresponding to the correspondence obtained empirically.

  In the embodiment, the hybrid vehicle 20 includes the engine 22, the power distribution and integration mechanism 30, the inverters 41 and 42, the battery 50, the booster circuit 55, and the motors MG1 and MG2. However, the hybrid vehicle 20 includes the electric motor, the booster circuit 55, and the battery 50. If it is, it will not be specifically limited, For example, it is good also as a hybrid vehicle of the structure which provided the electric motor in the output shaft of the engine 22 without providing the power distribution integration mechanism 30, and it replaces with the engine 22 or in addition to this with a fuel cell. It may be a hybrid vehicle.

  In the embodiment, the power output device mounted on the hybrid vehicle 20 has been described. However, the power output device may be in the form of a power output device mounted on a vehicle other than the hybrid vehicle, or may be incorporated other than a moving body such as a construction facility. It is good. Moreover, it is good also as a form of the control method of a power output device.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 that inputs / outputs power to / from the ring gear shaft 32a as the drive shaft corresponds to the “electric motor”, the battery 50 that can exchange power with the motor MG2 corresponds to the “power storage unit”, and the reactor L The booster circuit 55 connected between the motor MG2 and the battery 50 and capable of boosting the voltage of the battery 50 and supplying the boosted voltage to the motor MG2 corresponds to the “boosting means”, and the charge / discharge current Ib supplied from the battery 50 Based on the coolant temperature TC of the cooling water that cools the booster circuit 55 and the boost ratio VH / VL that is a value obtained by dividing the boosted voltage VH from the booster circuit 55 by the pre-boost voltage VL input to the booster circuit 55. The hybrid electronic control unit 70 that estimates the temperature TL of the reactor L corresponds to “temperature estimation means”, and the battery 50 is charged based on the estimated reactor temperature TL. The hybrid electronic control unit 70 and the motor ECU 40 that set the input / output limits Win and Wout as the maximum power that may be charged and drive and control the motor MG2 based on the set input / output limits Win and Wout are “control means”. It corresponds to. The motor MG1 for inputting / outputting power corresponds to a “generator”, and the power distribution and integration mechanism 30 connected to the ring gear shaft 32a as a drive shaft, the crankshaft 26 of the engine 22 and the rotation shaft of the motor MG1 is “ This corresponds to “3-axis power input / output means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any motor that can input and output power to the drive shaft, such as an induction motor. The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange electric power with an electric motor or a generator such as a capacitor. The "temperature estimation means" includes the current value supplied from the power storage means, the temperature of the cooling medium that cools the boosting means, and the boost ratio that is a value obtained by dividing the output voltage from the boosting means by the input voltage to the boosting means. If the temperature of the reactor is estimated based on this, the present invention is not particularly limited to the hybrid electronic control unit 70, and may be configured by a plurality of electronic control units. The “control means” is not limited to the combination of the hybrid electronic control unit 70 and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, an input / output limit is set as the maximum power that may charge / discharge the power storage means based on the estimated temperature of the reactor, and the electric motor is controlled based on the set input / output limit. Any device can be used as long as it can be driven and controlled. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three axes connected to the three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the motor and those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used.

  Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a block diagram which shows the outline of a structure of the electric drive system containing motor MG1, MG2. 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. 4 is a flowchart showing an example of an output management routine executed by the hybrid electronic control unit 70; It is an example of the map for reactor temperature estimation. It is a figure which shows an example of the relationship between reactor temperature TL and the basic value of input / output restrictions Win and Wout. It is a figure which shows an example of the relationship between the remaining capacity (SOC) of the battery and the correction coefficient of input / output restrictions Win and Wout.

Explanation of symbols

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear 40, motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU) , 54 Power line, 54a Positive bus, 54b Negative bus, 55 Boost circuit, 56 System main relay, 57, 58 Capacitor, 57a, 58a Voltage sensor, 60 Gear mechanism, 62 Differential gear , 63a, 63b Drive wheel, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accel pedal, 84 Accel pedal position sensor, 85 Brake pedal , 86 Brake pedal position sensor, 88 Vehicle speed sensor, 90 Cooling system, 91 Cooling water flow path, 92 Circulating pump, 93 Radiator, 94 Fan motor, 95 Cooling water temperature sensor, MG1, MG2 motor, D11-D16, D21-D26, D31 , D32 diode, T11 to T16, T21 to T26, T31, T32 transistor, L reactor.

Claims (7)

An electric motor that inputs and outputs power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
A booster that has a reactor and is connected between the electric motor and the electric storage means and can increase the voltage of the electric storage means and supply it to the electric motor;
The reactor based on a current value supplied from the power storage means, a temperature of a cooling medium that cools the boosting means, and a boost ratio that is a value obtained by dividing an output voltage from the boosting means by an input voltage to the boosting means. Temperature estimation means for estimating the temperature of
Control means for setting an input / output limit as the maximum power that may be charged and discharged to the power storage means based on the estimated temperature of the reactor, and driving and controlling the electric motor based on the set input / output limit;
A power output device comprising:   The temperature estimation means increases as the current value increases when the temperature of the cooling medium and the boost ratio are fixed, and increases when the current value and the boost ratio are fixed. The means for estimating the temperature of the reactor so as to increase as the temperature rises and to increase as the step-up ratio increases when the current value and the temperature of the cooling medium are fixed. The power output apparatus described.   The temperature estimation means is provided with the current value, the boost ratio, and the temperature of the cooling medium using a correspondence relationship in which the current value, the boost ratio, the temperature of the cooling medium, and the temperature of the reactor are associated with each other. The power output apparatus according to claim 1, wherein the temperature of the reactor is estimated by using the correspondence relationship.   The said control means is a means to set the said input / output restriction | limiting so that the maximum electric power which may charge / discharge the said electrical storage means will become small if the temperature of the said reactor exceeds predetermined value. The power output apparatus according to item 1. The power output device according to any one of claims 1 to 4,
An internal combustion engine;
A generator that inputs and outputs power;
It is connected to three shafts of the drive shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator, and power is supplied to the remaining shaft based on power input / output to / from any two of the three shafts. A three-axis power input / output means for inputting and outputting;
The power output device, wherein the control means also controls the internal combustion engine and the generator.   A vehicle on which the power output device according to claim 1 is mounted and an axle is connected to the drive shaft. An electric motor for inputting / outputting power to / from a drive shaft; an electric storage means capable of exchanging electric power with the electric motor; and a reactor connected between the electric motor and the electric storage means to boost the voltage of the electric storage means A method for controlling a power output device comprising a boosting means capable of being supplied to an electric motor,
A booster that is a value obtained by dividing the temperature of the cooling medium that cools the booster, the voltage value of the power storage unit, the current value supplied from the power storage unit, and the output voltage from the booster by the input voltage to the booster. Estimating the temperature of the reactor based on the ratio,
Based on the estimated temperature of the reactor, set the input / output limit as the maximum power that may charge and discharge the power storage means,
Drive control of the electric motor based on the set input / output restriction,
Control method of power output device.

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