JP2011055581A - Drive system and automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To cool a main secondary battery while suppressing power consumption as much as possible when it is necessary to cool the main secondary battery after a system-off command which is the operation of a driver for turning off a drive system is instructed. <P>SOLUTION: When a cooling condition is satisfied for cooling the high-voltage battery when a power switch 80 is turned off and a power supply relay 57 is turned off, a fan ECU 66 performs fixed duty control which is the control of a fan inverter 64 using a prescribed duty ratio. By this, it is not necessary to continue power supply to a hybrid ECU 70, an engine ECU 24, a motor ECU 40, and a battery ECU 52 when controlling an electric fan 61, and the high-voltage battery can be cooled while suppressing the power consumption. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a drive system and an automobile.

  Conventionally, this type of driving system includes a motor for driving a car, a driving battery for supplying power to the driving motor, a cooling fan for cooling the driving battery, and charging / discharging and cooling of the driving battery. There has been proposed a control unit that controls a fan, and a power switch that is interposed between an electrical battery and a control unit and that is on / off controlled by an ignition switch (see, for example, Patent Document 1). In this system, a temperature detection circuit (for example, a bimetal that is turned on when the temperature becomes higher than a set temperature) is connected to the power switch, and the power switch is turned on when the temperature is higher than the set temperature with the ignition switch turned off. Is turned on to supply power to the control unit, and the control unit that is in an operating state operates the cooling fan to cool the drive battery.

Japanese Patent Laid-Open No. 2001-190001

  By the way, in the above drive system, instead of a single control unit that controls charging / discharging of the driving battery and the cooling fan, a driving control that controls the motor for driving and sets a control command for the cooling fan. When a plurality of control units including a unit and a fan control unit that controls the cooling fan based on a control command received from the motor control unit are provided, the drive battery is cooled after the ignition switch is turned off. When necessary, it is desirable to cool the drive battery while suppressing power consumption as much as possible.

  In the drive system and the automobile according to the present invention, the main secondary battery needs to be cooled after the system off instruction, which is the driver's operation for turning off the drive system, is performed, while suppressing the power consumption as much as possible. The main purpose is to cool the secondary battery.

  In order to achieve the main object described above, the drive system and the automobile of the present invention have taken the following measures.

The drive system of the present invention includes:
A driving motor, a main secondary battery that exchanges electric power with the motor, a sub-secondary battery different from the main secondary battery, and cooling the main secondary battery using electric power from the sub-secondary battery An electric fan capable of blowing air for driving, a drive control device that operates with electric power from the sub-secondary battery to control the electric motor and sets a control command for the electric fan, and the sub-secondary battery Interposed between the sub-secondary battery, the drive control device, and the fan control device, and a fan control device that operates with the electric power of the motor and controls the electric fan based on a control command from the drive control device. A first relay that is turned on and off in response to an operation of an operator,
A second relay that is interposed between the sub-secondary battery, the electric fan, and the fan control device, and is on / off controlled by the fan control device;
The fan control device has a cooling condition for cooling the main secondary battery when the first relay is turned off in response to a system off instruction that is an operation of a driver for turning off the drive system. Is satisfied, fan control is performed to control the electric fan so that the electric fan is driven in a predetermined drive state until the cooling condition is canceled, and the fan control is performed after the fan control is performed. 2 is a device that performs connection release control for controlling the second relay so that the relay is turned off.
It is a summary to provide.

  In the drive system of the present invention, the fan control device cools the main secondary battery when the first relay is turned off in response to a system off instruction that is a driver's operation for turning off the drive system. When the cooling condition is satisfied, fan control is performed to control the electric fan so that the electric fan is driven in a predetermined driving state until the satisfaction of the cooling condition is canceled, and the second is performed after the fan control is performed. Connection release control is performed to control the second relay so that the relay is turned off. That is, when the cooling condition is satisfied when the first relay is turned off, the fan control device can communicate with the drive control device state (whether the drive control device is operating or not). The electric fan is controlled so that the electric fan is driven in a predetermined driving state regardless of whether or not. As a result, it is not necessary to continue power supply to the drive control device in order to control the electric fan (in order to set a control command for the electric fan), thereby suppressing unnecessary power supply to the drive control device. can do. As a result, when it is necessary to cool the main secondary battery after the system off instruction is given, the main secondary battery can be cooled by controlling the electric fan while suppressing power consumption.

  In such a drive system of the present invention, the cooling condition is that the temperature of the main secondary battery at the time of the system off instruction is a predetermined temperature that is predetermined as a lower limit of the temperature at which the main secondary battery needs to be cooled. The condition may be satisfied when the temperature is high and the temperature of the main secondary battery at the time of the system off instruction is higher than the temperature of the air blown by the electric fan.

  In the drive system of the present invention, the drive control device may be configured such that when the temperature of the main secondary battery is higher than a predetermined temperature that is predetermined as a lower limit of the temperature at which the main secondary battery needs to be cooled. An electric fan control command is transmitted to the fan control device, and when the temperature of the main secondary battery is equal to or lower than the predetermined temperature, the electric fan control command is not transmitted to the fan control device, and the cooling condition is The condition that is satisfied when the control command for the electric fan is received from the drive control device immediately before the first relay is turned off may be adopted.

  Further, in the drive system according to the present invention, the cooling condition includes a condition that the execution time of the fan control reaches a predetermined time that is predetermined as a time for cooling the main secondary battery, and the temperature of the main secondary battery is Including a condition that the temperature of air blown by the electric fan is lower than the temperature, and a condition that the voltage of the sub-secondary battery is lower than a lower limit voltage that is set in advance as a lower limit of an operating voltage of the electric fan and the fan control device. It may be a condition that is canceled when at least one of a plurality of conditions is satisfied. Here, instead of the condition that the temperature of the main secondary battery is equal to or lower than the temperature of the air blown by the electric fan, the temperature of the main secondary battery has a margin in the temperature of the air blown by the electric fan. It is good also as what uses the conditions which become below added temperature.

  Alternatively, in the drive system of the present invention, the fan control device can input the temperature of the main secondary battery and the temperature of air blown by the electric fan even when the first relay is turned off. It can also be.

  The automobile of the present invention includes a drive system according to any one of the above-described aspects, that is, a drive motor, a main secondary battery that exchanges power with the motor, and a main secondary battery. Are different sub-secondary batteries, an electric fan capable of blowing air for cooling the main secondary battery using electric power from the sub-secondary battery, and operated by electric power from the sub-secondary battery. A drive control device that controls an electric motor and sets a control command for the electric fan, and a fan that operates by power from the sub-secondary battery and controls the electric fan based on the control command from the drive control device A drive system comprising: a control device; and a first relay that is interposed between the sub-secondary battery, the drive control device, and the fan control device and is turned on / off in response to an operation by an operator. And a second relay interposed between the sub-secondary battery, the electric fan, and the fan control device and controlled to be turned on / off by the fan control device, wherein the fan control device turns off the drive system. When a cooling condition for cooling the main secondary battery is satisfied when the first relay is turned off in response to a system off instruction that is a driver's operation to perform, the establishment of the cooling condition is canceled Fan control is performed to control the electric fan until the electric fan is driven in a predetermined drive state until the second relay is turned off, and the second relay is turned off after the fan control is executed. It is also possible to mount a drive system, which is a device that executes connection release control for controlling the motor, and travel using the power from the electric motor.

  Since the vehicle of the present invention is equipped with the drive system of the present invention according to any one of the above-described aspects, the effect of the drive system of the present invention, for example, the main secondary battery needs to be cooled after the system off instruction is given. When there is, there is an effect similar to the effect of controlling the electric fan while cooling the main secondary battery while suppressing power consumption.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a drive system 21 as an embodiment of the present invention. It is a block diagram which shows the outline of a structure of the low voltage system of a drive system. It is a flowchart which shows an example of the control routine at the time of a power switch OFF performed by fan ECU66 when a system stop instruction | indication is made. FIG. 10 is a configuration diagram showing an outline of a configuration of a low voltage system of a drive system 21B mounted on a hybrid vehicle 20B according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. It is a block diagram which shows the outline of a structure of the electric vehicle 220 of a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a drive system 21 as an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of a configuration of a low voltage system of the drive system. It is. As shown in FIGS. 1 and 2, the hybrid vehicle 20 of the embodiment includes an engine 22 that uses gasoline or light oil as a fuel, and an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that drives and controls the engine 22. A planetary gear 30 in which a carrier is connected to the crankshaft 26 of the engine 22 and a ring gear is connected to a drive shaft 36 connected to drive wheels 39a and 39b via a differential gear 38, and a synchronous generator motor, for example. A motor MG1 having a rotor connected to the sun gear of the planetary gear 30, a motor MG2 configured as a synchronous generator motor and having a rotor connected to the drive shaft 36, and inverters 41 and 42 for driving the motors MG1 and MG2. And switching of inverters 41 and 42 (not shown) A motor electronic control unit (hereinafter referred to as a motor ECU) 40 that controls the motors MG1 and MG2 by switching control of the child, and a system main relay 44 configured as a lithium ion secondary battery, for example, are connected to the inverters 41 and 42. A high-voltage battery 50 connected via the power supply, a low-voltage battery 54 configured as, for example, a lead-acid battery and having a voltage lower than that of the high-voltage battery 50, and a high-voltage battery connected to the high-voltage battery 50 via the system main relay 44 A DC / DC converter 56 that supplies the low voltage system to which the low voltage battery 54 is connected, a high voltage battery 50, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages the low voltage battery 54, and the high voltage battery 50. The cooling device 60 for cooling the vehicle and the entire vehicle A rolling electronic control unit (hereinafter referred to as a hybrid ECU) 70, an engine ECU 24, a motor ECU 40, a battery ECU 52, a hybrid ECU 70, a fan ECU 66 (see FIG. 2) described later, and a low-voltage battery 54. A relay 57 (see FIG. 2) and a power supply electronic control unit (hereinafter referred to as a power supply ECU) 72 functioning as a vehicle start control device and a stop control device by turning on and off the power supply relay 57 are provided. In the embodiment, the high-voltage battery 50 is disposed below or behind the rear seat of the vehicle, and air sucked from a suction port formed inside the vehicle compartment or outside the vehicle compartment is blown to the high-voltage battery 50 by the cooling device 60. Thus, the high voltage battery 50 is cooled. Each electronic control unit is operated by electric power from the low voltage battery 54.

  The power supply ECU 72 is connected to a power line that connects the low-voltage battery 54 and the power supply relay 57. The power supply ECU 72 is a power switch that is attached to the front panel of the driver's seat and instructs the system start and stop of the vehicle. An ON / OFF signal from 80 is input, and a control signal for turning ON / OFF the power relay 57 is output from the power supply ECU 72. In the embodiment, the power supply ECU 72 turns on the power supply relay 57 when an on signal is input from the power switch 80 while the vehicle is stopped, and inputs an off signal from the power switch 80 when the system is activated. The power supply relay 57 is turned off. When the power supply relay 57 is turned on, the electric power from the low voltage battery 54 is supplied to the engine ECU 24, the motor ECU 40, the battery ECU 52, the hybrid ECU 70, and the fan ECU 66.

  The battery ECU 52 receives signals necessary for managing the high voltage battery 50 and the low voltage battery 54, for example, the voltage of the high voltage battery 50 from a voltage sensor (not shown) installed between the terminals of the high voltage battery 50, and the output of the high voltage battery 50. The charge / discharge current of the high voltage battery 50 from a current sensor (not shown) attached to the power line connected to the terminal, the temperature Tbh of the high voltage battery 50 from the temperature sensor 51 attached to the high voltage battery 50, and the terminal of the low voltage battery 54 The voltage Vbl of the low voltage battery 54 from the voltage sensor 55 installed in the battery, the charge / discharge current of the low voltage battery 54 from the current sensor (not shown) attached to the power line connected to the output terminal of the low voltage battery 54, The temperature of the low voltage battery 54 from the attached temperature sensor (not shown) Etc. are inputted, it outputs the hybrid ECU70 by communicating data relating to the state of the high-voltage battery 50 and the low-voltage battery 54 as needed. Further, in order to manage the high voltage battery 50 and the low voltage battery 54, the battery ECU 52 calculates the remaining capacity (SOC) of the high voltage battery 50 and the low voltage battery 54 based on the integrated value of the charge / discharge current detected by the current sensor. ing.

  As shown in FIG. 2, the cooling device 60 includes an electric fan 61 capable of blowing air for cooling the high-voltage battery 50, a fan electronic control unit (hereinafter referred to as a fan ECU) 66 that controls the electric fan 61, and A fan relay 67 interposed between the low-voltage battery 54, the electric fan 61 and the fan ECU 66 and controlled to be turned on and off by the fan ECU 66. Here, the electric fan 61 includes a fan blade 62, a fan motor 63 having a rotation shaft attached to the fan blade, and a fan inverter 64 for driving the fan motor 63. The fan ECU 66 includes a blowing temperature Tin from a temperature sensor 65 that detects the temperature of air that is attached to the electric fan 61 and blown to the high-voltage battery 50, a temperature Tbh of the high-voltage battery 50 from the temperature sensor 51, The voltage Vbl of the low voltage battery 54 from the voltage sensor 55 is input. Further, the fan ECU 66 controls the fan inverter 64 by adjusting the duty ratio of switching of a switching element (not shown) of the fan inverter 64 while the fan relay 67 is on (hereinafter referred to as duty control). In the embodiment, a diode 68 is attached in a forward direction to the fan inverter 64 and the power line 69 on the fan ECU 66 side relative to the fan relay 67 as viewed from the power line 59 on the hybrid ECU 70 side relative to the power supply relay 57. Yes. This is because the fan relay 67 is turned on when the power switch 80 is turned off and the power supply relay 57 is turned off while both the power supply relay 57 and the fan relay 67 are turned on. This is to prevent the power supplied from the low voltage battery 54 to the power line 69 from being supplied to the power line 59.

  The hybrid ECU 70 detects the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal, and the depression amount of the brake pedal. The brake pedal position BP from the brake pedal position sensor 86 and the vehicle speed V from the vehicle speed sensor 88 are input. The hybrid ECU 70 outputs a control signal for controlling on / off of the system main relay 44, a control signal for the DC / DC converter 56, and the like. The hybrid ECU 70 exchanges various control signals and data with the engine ECU 24, the motor ECU 40, the battery ECU 52, the fan ECU 66, and the power supply ECU 72.

  The thus configured hybrid vehicle 20 of the embodiment travels by the drive control described below that is executed by the hybrid ECU 70. When the hybrid ECU 70 travels while operating the engine 22, first, the drive shaft 36 is required for traveling according to the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. The required torque Tr * is set, and the required torque Tr * is multiplied by the rotation speed Nr of the drive shaft 36 (for example, the rotation speed obtained by multiplying the rotation speed of the motor MG2 or the vehicle speed V by a conversion factor) and is required for traveling. The traveling power Pdrv is calculated. Next, the required power to be output from the engine 22 as the sum of the charge / discharge required power Pb * for charging / discharging the battery 50 determined based on the remaining capacity (SOC) of the battery 50, the travel power Pdrv, and the loss Loss. Using the operation line (for example, the fuel efficiency optimum operation line) as the relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently operate the engine 22 and the calculated required power Pe *. A target rotational speed Ne * and a target torque Te * of the engine 22 are set. Then, the torque command Tm1 * as the torque to be output from the motor MG1 is set by the rotation speed feedback control so that the rotation speed Ne of the engine 22 becomes the target rotation speed Ne *, and the motor MG1 is set to the torque command Tm1 *. The torque obtained by subtracting the torque acting on the drive shaft 36 via the planetary gear 30 from the required torque Tr * when driven by is set as the torque command Tm2 * of the motor MG2. The target engine speed Ne * and target torque Te * set in this way are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that executes the control and receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 sets the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Control switching. Further, when the hybrid ECU 70 travels with the operation of the engine 22 stopped, the hybrid ECU 70 sets a required torque Tr * required for the drive shaft 36 in accordance with the accelerator opening Acc and the vehicle speed V, and a torque command for the motor MG1. A value 0 is set in Tm1 *, a required torque Tr * is set in the torque command Tm2 * of the motor MG2, and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  Further, in the hybrid vehicle 20 of the embodiment configured in this way, when the power switch 80 is turned on and the power supply relay 57 is turned on by the power supply ECU 72, power supply from the low voltage battery 54 to the fan ECU 66 is started. The fan relay 66 is turned on by the fan ECU 66. When power switch 80 is on, hybrid ECU 70 and fan ECU 66 are controlled as follows to cool high voltage battery 50. The hybrid ECU 70 detects the temperature of the high-voltage battery 50 after the temperature Tbh of the high-voltage battery 50 detected by the temperature sensor 51 and input by communication from the battery ECU 52 becomes equal to or higher than the fan start temperature Tbhstart (for example, 35 ° C. or 40 ° C.). Until Tbh becomes equal to or lower than the fan stop temperature Tbhstop, which is lower than the fan start temperature Tbhstart, the control command of the electric fan 61 (for example, the target rotational speed Nm * of the fan blade 62 and the fan motor 63, and the duty ratio D * of the fan inverter 64) Etc.) is set and transmitted to the fan ECU 66, otherwise the control command for the fan motor 63 is not transmitted to the fan ECU 66. When the fan ECU 66 receives the control command, the fan ECU 66 performs duty control on the fan inverter 64 of the electric fan 61 based on the control command. The target rotation speed Nm * and the duty ratio D * as the control command for the electric fan 61 may be set so that the rotation speed of the fan blade 62 and the fan motor 63 increases as the temperature Tbh of the high-voltage battery 50 increases. Alternatively, a fixed value may be set regardless of the temperature Tbh of the high-voltage battery 50.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation of the cooling device 60 when the power switch 80 is turned off will be described. FIG. 3 is a flowchart illustrating an example of a power switch off-time control routine executed by the fan ECU 66 when the power switch 80 is turned off. When power switch 80 is turned off and power supply relay 57 is turned off, power supply from low voltage battery 54 to hybrid ECU 70 is cut off, and communication between hybrid ECU 70 and fan ECU 66 is also cut off. It was.

  When the power switch-off control routine is executed, the CPU (not shown) of the fan ECU 66 first inputs the temperature Tbh of the high-voltage battery 50 from the temperature sensor 51, the blowing temperature Tin from the temperature sensor 65, and the like (step S100). The input temperature Tbh of the high-voltage battery 50 is compared with the threshold value Tbhref (step S110), and the temperature Tbh of the high-voltage battery 50 is compared with the blowing temperature Tin (step S120). Here, the threshold value Tbhref is used to determine whether or not the high-voltage battery 50 needs to be cooled, and the above-described fan start-up temperature Tbhstart or a temperature in the vicinity thereof can be used. The comparison between the temperature Tbh of the high-voltage battery 50 and the blowing temperature Tin shows that the high-pressure battery 50 is cooled even if air is blown to the high-voltage battery 50 by the electric fan 61 when the blowing temperature Tin is equal to or higher than the temperature Tbh of the high-voltage battery 50. This is a process for determining whether or not the electric fan 61 should be driven (the fan inverter 64 should be controlled) in consideration of difficulty. Therefore, the processes of steps S110 and S120 are processes for determining whether or not a cooling condition for cooling the high voltage battery 50 is satisfied.

  When the temperature Tbh of the high voltage battery 50 is lower than the threshold value Tbhref, or when the temperature Tbh of the high voltage battery 50 is equal to or lower than the blowing temperature Tin, it is determined that the cooling condition is not satisfied, and the fan relay 67 is turned off as it is (step S190). ), The control routine when the power switch is off is terminated.

  On the other hand, when the temperature Tbh of the high-voltage battery 50 is equal to or higher than the threshold value Tbhref and higher than the blowing temperature Tin, it is determined that the cooling condition is satisfied, and a preset predetermined duty ratio Dset (for example, 50%) is used. Control of the fan inverter 64 (hereinafter referred to as fixed duty control) is started (step S130). Thereby, even after the power switch 80 is turned off, the high voltage battery 50 can be cooled by the control of the electric fan 61. In addition, since a control command from the hybrid ECU 70 is not required for controlling the electric fan 61, it is not necessary to continue supplying power to the hybrid ECU 70 for controlling the electric fan 61, thereby suppressing power consumption. it can.

  When the fixed duty control is started in this way, the temperature Tbh of the high voltage battery 50, the blower temperature Tin, the voltage Vbl of the low voltage battery 54 from the voltage sensor 55, and the control time tc which is the time since the start of the fixed duty control are input ( In step S140, the input control time tc is compared with the predetermined time tcref (step S150), the input temperature Tbh of the high voltage battery 50 is compared with the blowing temperature Tin (step S160), and the input low voltage battery voltage Vbl is a threshold value. Compared with Vblref (step S170). Here, the predetermined time tcref is determined by an experiment or the like as a time required for cooling the high voltage battery 50, and for example, 5 minutes or 10 minutes can be used. The threshold value Vblref is determined as a voltage that allows the operation of the fan inverter 64 and the fan ECU 66 of the electric fan 61. For example, when the rated voltage of the low-voltage battery 54 is 12V, 9V or 10V can be used. The processes in steps S150 to S170 are processes for determining whether or not the fixed duty control end condition is satisfied (whether or not the above-described cooling condition is canceled).

  When the control time tc is less than the predetermined time tcref, the temperature Tbh of the high voltage battery 50 is higher than the blowing temperature Tin, and the voltage Vbl of the low voltage battery 54 is equal to or higher than the threshold value Vblref, it is determined that the fixed duty control end condition is not satisfied. Then, returning to step S140, while the processes of steps S140 to S170 are being repeatedly executed, the control time tc is equal to or higher than the predetermined time tcref, the temperature Tbh of the high voltage battery 50 is equal to or lower than the blowing temperature Tin, or the low voltage battery. When the voltage Vbl of 54 becomes less than the threshold value Vblref, it is determined that the fixed duty control termination condition is satisfied, the fixed duty control is terminated, that is, the control of the fan inverter 64 is terminated (step S180). As off (step S190), power switch To end the off time control routine.

  According to the hybrid vehicle 20 of the embodiment described above, the fan ECU 66 determines that the temperature Tbh of the high-voltage battery 50 is equal to or higher than the threshold value Tbhref when the power switch 80 is turned off and the power supply relay 57 is turned off. When it is higher than Tin, it is determined that the cooling condition is satisfied, and the fixed duty control that is the control of the fan inverter 64 using the predetermined duty ratio Dset is executed. Therefore, when controlling the electric fan 61, the hybrid ECU 70 and the engine There is no need to continue supplying power to the ECU 24, the motor ECU 40, and the battery ECU 52, and the high voltage battery 50 can be cooled while suppressing power consumption.

  In the hybrid vehicle 20 of the embodiment, when the temperature Tbh of the high-voltage battery 50 is equal to or higher than the threshold value Tbhref and higher than the blowing temperature Tin, it is determined that the cooling condition for cooling the high-voltage battery 50 is satisfied. When the temperature Tbh of the high-voltage battery 50 is equal to or higher than the threshold value Tbhref, it may be determined that the cooling condition is satisfied regardless of the blowing temperature Tin. Further, when a control command is received from the hybrid ECU 70 immediately before the power switch 80 is turned off and the power supply relay 57 is turned off, the magnitude relationship between the temperature Tbh of the high-voltage battery 50 and the threshold value Tbhref or the blowing temperature Tin. Regardless of, it may be determined that the cooling condition is satisfied.

  In the hybrid vehicle 20 of the embodiment, during the execution of the fixed duty control, when the control time tc becomes equal to or greater than the predetermined time tcref, or when the temperature Tbh of the high voltage battery 50 becomes equal to or less than the blowing temperature Tin, the low voltage battery 54. It is determined that the fixed duty control end condition is satisfied when the voltage Vbl of the current voltage becomes less than the threshold value Vblref, but the remaining requirements are fixed without considering the remaining requirements. It may be determined whether or not the duty control end condition is satisfied. For example, it may be determined whether the end condition of the fixed duty control is satisfied using only the control time tc without considering the temperature Tbh of the high voltage battery 50 or the low voltage battery Vbl. The temperature Tbh, the blowing temperature Tin, and the voltage Vbl of the low-voltage battery 54 may not be input to the fan ECU 66.

  In the hybrid vehicle 20 of the embodiment, as one of the requirements for determining whether or not the fixed duty control end condition is satisfied, the temperature Tbh of the high-voltage battery 50 input from the temperature sensor 51 to the fan ECU 66 and the temperature sensor 65 Although the magnitude relationship (the magnitude relationship between the values that can be detected after the power switch 80 is turned off) with the blowing temperature Tin input to the fan ECU 66 is used, the temperature Tbh of the high-voltage battery 50 and the blowing temperature Tin One of these may be one that cannot be detected after the power switch 80 is turned off. For example, when the temperature Tbh of the high voltage battery 50 cannot be detected after the power switch 80 is turned off (when the temperature Tbh of the high voltage battery 50 is not input from the temperature sensor 51 to the fan ECU 66), between the hybrid ECU 70 and the fan ECU 66. The temperature Tbh of the high-voltage battery 50 may be input from the hybrid ECU 70 to the fan ECU 66 immediately before the communication is cut off, and this temperature Tbh may be used for comparison of the magnitude relationship with the blowing temperature Tin.

  In the hybrid vehicle 20 of the embodiment, the temperature Tbh of the high-voltage battery 50 is compared with the blowing temperature Tin in order to determine whether the cooling condition is satisfied and whether the fixed duty control end condition is satisfied. However, instead of the blowing temperature Tin, a temperature obtained by adding a margin (for example, 2 ° C. or 3 ° C.) to the blowing temperature Tin may be used.

  In the hybrid vehicle 20 of the embodiment, the battery ECU 52 is connected to the power line 59 connected to the power supply relay 57 together with the engine ECU 24, the motor ECU 40, and the hybrid ECU 70. However, the hybrid vehicle 20B of the modified example of FIG. As illustrated in the configuration diagram showing an outline of the configuration of the low voltage system of the drive system 21B mounted on the power system 69, the power line 69 to which the fan relay 67 is connected may be connected together with the fan inverter 64 and the fan ECU 66. Good. In this case, electric power is supplied to the fan ECU 66 and the battery ECU 52 via the fan relay 67 even after the power switch 80 is turned off and the power supply relay 57 is turned off. At least a part of the temperature Tin and the voltage Vbl of the low-voltage battery 54 may be input from the sensor to the fan ECU 66 via the battery ECU 52 without being directly input from the sensor to the fan ECU 66. In this case, even after the power supply relay 57 is turned off, the power consumption is increased as compared with the embodiment as much as the power is supplied to the battery ECU 52, but the power is supplied to the hybrid ECU 70, the engine ECU 24, and the motor ECU 40. As for the portion that does not continue, power consumption can be suppressed as in the embodiment.

  In the embodiment, the present invention is applied to a so-called parallel type hybrid vehicle 20 including an engine 22 and a motor MG1 connected to a drive shaft 36 via a planetary gear 30, and a motor MG2 that inputs and outputs power to the drive shaft 36. However, as long as it travels using the power from the electric motor, a power generation motor MG1 is attached to the engine 22 and the vehicle is traveling as illustrated in the hybrid vehicle 120 of the modified example of FIG. 6 may be applied to a so-called series-type hybrid vehicle 120 including a motor MG2, or a simple electric vehicle including a motor MG that outputs driving power as illustrated in the electric vehicle 220 of the modification of FIG. It may be applied to automobiles. Moreover, it is good also as a form of the drive system mounted in mobile bodies, such as a motor vehicle, vehicles other than a motor vehicle, a ship, and an aircraft.

  The correspondence between the main elements of the embodiment 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 corresponds to “electric motor”, the high voltage battery 50 corresponds to “main secondary battery”, the low voltage battery 54 corresponds to “sub secondary battery”, and the electric fan 61 corresponds to “electric fan”. Based on hybrid ECU 70 that sets torque command Tm2 * of motor MG2 and transmits it to motor ECU 40, or sets control command of electric fan 61 and transmits it to fan ECU 66, and received torque command Tm2 *. The motor ECU 40 that controls the motor MG2 corresponds to the “drive control device”, the power relay 57 corresponds to the “first relay”, the fan relay 67 corresponds to the “second relay”, and the power switch 80. Is ON, when a control command is received from the hybrid ECU 70, the fan invert of the electric fan 61 is based on the control command. 64, when the temperature Tbh of the high voltage battery 50 is equal to or higher than the threshold value Tbhref and higher than the blowing temperature Tin when the power switch 80 is turned off and the power supply relay 57 is turned off, the cooling condition is satisfied. The fixed duty control that is the control of the fan inverter 64 using the predetermined duty ratio Dset is executed, and the control time tc becomes equal to or longer than the predetermined time tcref during the execution of the fixed duty control, or the temperature Tbh of the high-voltage battery 50 When the air temperature becomes lower than the blowing temperature Tin or the voltage Vbl of the low-voltage battery 54 becomes less than the threshold value Vblref, it is determined that the fixed duty control termination condition is satisfied, the fixed duty control is terminated, and the fan relay 67 is turned off. The fan ECU 66 corresponds to the “fan control device”.

  Here, the “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it is for driving, such as an induction motor. The “main secondary battery” is not limited to the high voltage battery 50 configured as a lithium ion secondary battery, and exchanges electric power with an electric motor such as a nickel hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery. Various secondary batteries can be used as long as they do. The “sub-secondary battery” is not limited to the low-voltage battery 54 configured as a lead storage battery, but various secondary batteries such as a lithium ion secondary battery, a nickel hydride secondary battery, and a nickel cadmium secondary battery. Can be used. The “electric fan” is not limited to the one constituted by the fan blade 62, the fan motor 63, and the fan inverter 64, but for cooling the main secondary battery using the power from the sub secondary battery. Any air can be used as long as the air can be blown. As the “drive control device”, the hybrid ECU 70 that sets the torque command Tm2 * of the motor MG2 and transmits it to the motor ECU 40 or sets the control command of the electric fan 61 and transmits it to the fan ECU 66 and the received torque command It is not limited to the motor ECU 40 that controls the motor MG2 on the basis of Tm2 *, but any device that operates with electric power from the sub-secondary battery to control the motor and set the control command for the electric fan. It does not matter. The “first relay” is not limited to the power supply relay 57, and is interposed between the sub-secondary battery, the drive control device, and the fan control device, and is turned on / off according to the operation of the operator. It does not matter as long as there is any. The “second relay” is not limited to the fan relay 67, and any relay that is interposed between the sub-secondary battery, the electric fan, and the fan control device and is on / off controlled by the fan control device can be used. It does n’t matter. As the “fan control device”, when the power switch 80 is on, when the control command is received from the hybrid ECU 70, the fan inverter 64 of the electric fan 61 is duty-controlled based on the control command, and the power switch 80 is turned off. When the power relay 57 is turned off and the temperature Tbh of the high-voltage battery 50 is equal to or higher than the threshold value Tbhref and higher than the blowing temperature Tin, it is determined that the cooling condition is satisfied and the predetermined duty ratio Dset is used. The fixed duty control which is the control of the fan inverter 64 is executed, and during the execution of the fixed duty control, the control time tc becomes a predetermined time tcref or more, the temperature Tbh of the high voltage battery 50 becomes the blowing temperature Tin or less, or the low voltage battery 54 When the voltage Vbl falls below the threshold value Vblref, It is not limited to the fan ECU 66 which determines that the duty control termination condition is satisfied and terminates the fixed duty control and turns off the fan relay 67, but is not limited to the driver's operation for turning off the drive system. When the cooling condition for cooling the main secondary battery is satisfied when the first relay is turned off in response to a certain system-off instruction, the electric fan is driven in advance until the satisfaction of the cooling condition is canceled. As long as the fan control for controlling the electric fan to be driven in the state is executed, and the connection release control for controlling the second relay is executed so that the second relay is turned off after the fan control is executed. It doesn't matter.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, 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.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the drive system and automobile manufacturing industries.

  20, 20B, 120 Hybrid vehicle, 21, 21B drive system, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 inverter, 44 system main relay, 50 high voltage battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 low voltage battery, 55 voltage sensor, 56 DC / DC converter, 57 relay for power supply, 59 power line, 60 cooling device, 61 electric fan, 62 fan blade, 63 fan motor, 64 fan inverter, 65 temperature sensor, 66 electronic control for fan Knit (fan ECU), 67 Fan relay, 68 Diode, 69 Power line, 70 Hybrid electronic control unit (hybrid ECU), 72 Power supply electronic control unit (power supply ECU), 80 Power switch, 82 Shift position sensor, 84 Accelerator pedal position sensor, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 220 Electric vehicle, MG1, MG2, MG motor.

Claims (6)

A driving motor, a main secondary battery that exchanges electric power with the motor, a sub-secondary battery different from the main secondary battery, and cooling the main secondary battery using electric power from the sub-secondary battery An electric fan capable of blowing air for driving, a drive control device that operates with electric power from the sub-secondary battery to control the electric motor and sets a control command for the electric fan, and the sub-secondary battery Interposed between the sub-secondary battery, the drive control device, and the fan control device, and a fan control device that operates with the electric power of the motor and controls the electric fan based on a control command from the drive control device. A first relay that is turned on and off in response to an operation by an operator,
A second relay that is interposed between the sub-secondary battery, the electric fan, and the fan control device, and is on / off controlled by the fan control device;
The fan control device has a cooling condition for cooling the main secondary battery when the first relay is turned off in response to a system off instruction that is an operation of a driver for turning off the drive system. Is satisfied, fan control is performed to control the electric fan so that the electric fan is driven in a predetermined drive state until the cooling condition is canceled, and the fan control is performed after the fan control is performed. 2 is a device that performs connection release control for controlling the second relay so that the relay is turned off.
Driving system. The drive system of claim 1,
The cooling condition is that a temperature of the main secondary battery at the time of the system off instruction is higher than a predetermined temperature that is predetermined as a lower limit of a temperature at which the main secondary battery needs to be cooled, and at the time of the system off instruction. A condition that is satisfied when the temperature of the main secondary battery is higher than the temperature of air blown by the electric fan.
Driving system. The drive system of claim 1,
When the temperature of the main secondary battery is higher than a predetermined temperature that is predetermined as a lower limit of the temperature at which the main secondary battery needs to be cooled, the drive control device sends a control command for the electric fan to the fan control Is transmitted to a device, and when the temperature of the main secondary battery is equal to or lower than the predetermined temperature, the control command of the electric fan is not transmitted to the fan control device,
The cooling condition is a condition that is satisfied when a control command for the electric fan is received from the drive control device immediately before the first relay is turned off.
Driving system. A drive system according to any one of claims 1 to 3,
The cooling condition is a condition in which the execution time of the fan control reaches a predetermined time as a time for cooling the main secondary battery, and the temperature of the main secondary battery is the air blown by the electric fan. At least one of a plurality of conditions is satisfied, including a condition that the temperature is equal to or lower than a temperature, and a condition that the voltage of the sub-secondary battery is lower than a lower limit voltage set in advance as a lower limit of the operating voltage of the electric fan and the fan control device Is a condition that is sometimes released,
Driving system. The drive system according to claim 4,
The fan control device is a device capable of inputting the temperature of the main secondary battery and the temperature of air blown by the electric fan even when the first relay is turned off.
Driving system.   An automobile equipped with the drive system according to any one of claims 1 to 5 and traveling using power from the electric motor.

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