JP2011259517A - Power converter of vehicle and vehicle equipped with power converter - Google Patents

Power converter of vehicle and vehicle equipped with power converter Download PDF

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JP2011259517A
JP2011259517A JP2010129002A JP2010129002A JP2011259517A JP 2011259517 A JP2011259517 A JP 2011259517A JP 2010129002 A JP2010129002 A JP 2010129002A JP 2010129002 A JP2010129002 A JP 2010129002A JP 2011259517 A JP2011259517 A JP 2011259517A
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power
discharge control
vehicle
power supply
control unit
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JP5333348B2 (en
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Takao Kanzaki
Eiji Kitano
Koichi Sakata
廷夫 勘崎
英司 北野
浩一 坂田
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Toyota Motor Corp
トヨタ自動車株式会社
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Abstract

PROBLEM TO BE SOLVED: To provide a power converter of a vehicle quickly discharging the residual electric charges of a capacitor mounted in the power converter while certainly and sufficiently discharging the residual electric charges of the capacitor when the collision or the like of the vehicle is generated.SOLUTION: A discharge controller 30 carries out a discharge control discharging the residual electric charges of the capacitors C1 and C2 when the collision of the vehicle 100 is detected by a collision detector 60. A backup power supply 40 is installed in a housing 50 of the power converter, and supplies the discharge controller 30 with an operating power in case of the abnormality of a power-supply line supplying the discharge controller 30 with the operating power from the outside of the housing 50. The backup power supply 40 is connected to a positive-electrode line PL2 and a negative-electrode line NL, and converts a power received from the positive-electrode line PL2 into a voltage and outputs the voltage to the discharge controller 30.

Description

  The present invention relates to a power conversion device for a vehicle and a vehicle including the same, and more particularly to a discharge technique for discharging a residual charge of a capacitor provided in the power conversion device.

  Japanese Patent Laying-Open No. 2006-141158 (Patent Document 1) discloses a control device for discharging a smoothing capacitor provided in an inverter when a vehicle collision is detected. This vehicle is equipped with a battery, an inverter that converts DC power supplied from the battery into AC power, and a motor generator driven by the inverter, and the inverter is provided with a high-voltage smoothing capacitor. When a vehicle collision is detected based on a signal from the acceleration sensor, the inverter is controlled to drive the motor generator in a zero torque state.

  Thereby, the residual charge of a capacitor | condenser can be discharged rapidly using an inverter and a motor generator, without generating a torque in a motor generator (refer patent document 1).

JP 2006-141158 A JP 2008-6996 A JP 2004-23926 A JP 2004-201439 A

  As described above, when a vehicle collision or the like occurs, it is necessary to quickly discharge the residual charge of the capacitor provided in the power conversion device. However, depending on the situation of the collision, it is also assumed that the power supply line that supplies the operating power to the control device that performs the discharge control is disconnected. If the power supply line that supplies the operating power from the outside to the inside of the casing of the power converter is disconnected, the discharge control cannot be performed, and the residual charge of the capacitor cannot be discharged quickly. And it is necessary to discharge the residual charge of the capacitor quickly and sufficiently.

  In addition, depending on the situation of the collision, it is assumed that not only the power supply line but also the communication line that notifies the collision to the control device that performs the discharge control is assumed to be disconnected, and it is necessary to surely perform the discharge even when the communication line is disconnected. There is.

  SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a vehicle power conversion device that quickly discharges a residual charge of a capacitor provided in the power conversion device and reliably and sufficiently discharges the vehicle when a vehicle collision occurs. It is to provide a vehicle equipped with.

  According to the present invention, a power converter for a vehicle includes an inverter, a power bus, a capacitor, a discharge control unit, and a backup power supply device. The vehicle includes a DC power supply that supplies power to the power conversion device and a collision detection unit for detecting a collision of the vehicle. The power bus is connected to the inverter. The capacitor is connected to the power bus. The discharge controller executes discharge control for discharging the residual charge of the capacitor when a collision of the vehicle is detected by the collision detector. The backup power supply device is provided in the casing of the power conversion device, and supplies the operating power to the discharge control unit when an abnormality occurs in the power supply line that supplies the operating power to the discharge control unit from the outside of the casing. The backup power supply device is connected to the power bus, and is configured to voltage-convert the power received from the power bus and output it to the discharge controller.

  Preferably, when an abnormality of the communication line that notifies the detection result of the collision detection unit from the outside of the housing to the discharge control unit and an abnormality of the power supply line are detected, the discharge control unit receives operating power from the backup power supply device. To perform discharge control.

  Preferably, the power conversion device further includes a boosting device. The booster is connected to the power bus and boosts the voltage of the power bus to a voltage higher than that of the DC power supply. The booster is configured by a boost chopper circuit including a power semiconductor switching element and a reactor. When the discharge control is performed, the discharge control unit drives the power semiconductor switching element on / off, thereby consuming residual charges by the power semiconductor switching element and the reactor.

  Preferably, the discharge control section drives the power semiconductor switching element on / off at a predetermined constant switching frequency and duty ratio when executing the discharge control.

  Preferably, the discharge control unit is a control device for driving the boosting device and the inverter.

  Preferably, the backup power supply device includes a transformer, and steps down the power received from the power bus with the transformer and outputs it to the discharge control unit.

  Moreover, according to this invention, a vehicle is provided with one of the power converters mentioned above, and the electric motor driven by the inverter of a power converter.

  In this invention, the backup power supply device is provided in the housing of the power conversion device. The backup power supply device is connected to the power bus, and converts the power received from the power bus to a discharge control unit when the power supply line that supplies operating power from the outside of the housing to the discharge control unit is abnormal. Thus, even if an abnormality occurs in the power supply line due to a vehicle collision or the like (for example, disconnection), sufficient operating power is supplied from the backup power supply device to the discharge control unit, and the discharge control is performed by the discharge control unit.

  Therefore, according to the present invention, when a vehicle collision or the like occurs, the residual charge of the capacitor provided in the power converter can be discharged quickly and reliably and sufficiently discharged.

1 is an overall block diagram of a vehicle equipped with a power conversion device according to Embodiment 1 of the present invention. It is the figure which showed the circuit structure of the power converter device shown in FIG. It is a functional block diagram of MG-ECU shown in FIG. It is the figure which showed the circuit structure of the power converter device by Embodiment 2. FIG. It is a functional block diagram of the drive device shown in FIG. It is the figure which showed the other structure of the backup power supply device. It is a whole block diagram of vehicles for explaining other composition of a discharge mechanism. It is a whole block diagram of vehicles for explaining other composition of a discharge mechanism.

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

[Embodiment 1]
FIG. 1 is an overall block diagram of a vehicle equipped with a power conversion device according to Embodiment 1 of the present invention. Referring to FIG. 1, vehicle 100 includes DC power supply B1, system main relay SMR, boost converter 10, inverter 20, motor generator MG, positive lines PL1 and PL2, negative line NL, and capacitor C1. , C2. Vehicle 100 further includes a discharge control unit 30, a backup power supply device 40, a collision detection unit 60, an auxiliary power supply B <b> 2, and a diode 70.

  Boost converter 10, inverter 20, positive electrode lines PL 1 and PL 2, negative electrode line NL, capacitors C 1 and C 2, discharge control unit 30, and backup power supply device 40 constitute a power converter and are stored in housing 50.

  DC power supply B1 is a rechargeable power storage device, and is constituted by a secondary battery such as nickel hydride or lithium ion, for example. DC power supply B1 stores electric power for traveling, and supplies electric power to boost converter 10 of the power converter when system main relay SMR is turned on. When the vehicle is braked, the electric power generated by motor generator MG is received from the power conversion device and charged. Note that a large-capacity capacitor may be used as the DC power supply B1.

  The system main relay SMR is provided between the DC power supply B1 and the power converter, and electrically connects the DC power supply B1 to the positive line PL1 and the negative line NL when a start switch or the like (not shown) is turned on. When a collision of vehicle 100 is detected by collision detection unit 60 (described later), system main relay SMR is turned off, and DC power supply B1 is electrically disconnected from positive electrode line PL1 and negative electrode line NL.

  Positive line PL1 and negative line NL are wired between system main relay SMR and boost converter 10. Capacitor C1 is connected between positive electrode line PL1 and negative electrode line NL, and smoothes voltage fluctuation between positive electrode line PL1 and negative electrode line NL.

  Boost converter 10 boosts the voltage between positive line PL2 and negative line NL to be higher than the voltage between positive line PL1 and negative line NL (that is, the voltage of DC power supply B1). In the first embodiment, when collision of vehicle 100 is detected by collision detection unit 60, boost converter 10 uses residual signals from capacitors C1 and C2 based on the drive signal received from discharge control unit 30. Operates as a discharge device for discharging.

  Positive line PL2 and negative line NL are wired between boost converter 10 and inverter 20. Capacitor C2 is connected between positive electrode line PL2 and negative electrode line NL, and smoothes voltage fluctuations between positive electrode line PL2 and negative electrode line NL.

  Inverter 20 receives DC power from positive line PL2 to drive motor generator MG. At the time of braking of the vehicle, inverter 20 drives motor generator MG in the regeneration mode, and outputs the electric power generated by motor generator MG to positive line PL2. Inverter 20 is formed of a bridge circuit including switching elements for three phases, for example. Motor generator MG is an AC rotating electric machine, for example, a three-phase AC rotating electric machine including a rotor in which a permanent magnet is embedded. Motor generator MG is driven by inverter 20 to generate a driving torque of the vehicle.

  The discharge control unit 30 receives a signal indicating the result of collision detection via a communication line from a collision detection unit 60 provided outside the housing 50. Then, when the collision detection of vehicle 100 is indicated by the signal received via the communication line, discharge control unit 30 performs discharge control for discharging the residual charges of capacitors C1 and C2. Specifically, discharge control unit 30 generates a drive signal for operating boost converter 10 as a discharge device and outputs the drive signal to boost converter 10.

  Discharge control unit 30 normally receives operating power from auxiliary machine power supply B2 provided outside casing 50. On the other hand, when an abnormality (disconnection, voltage drop, etc.) occurs in the power supply line from the auxiliary power supply B2 to the discharge control unit 30 due to a collision of the vehicle 100, the discharge control unit is connected from the backup power supply device 40 provided in the housing 50. Operating power is supplied to 30.

  Backup power supply device 40 is provided in housing 50 and is electrically connected to positive line PL2 and negative line NL between boost converter 10 and inverter 20. Then, when an abnormality occurs in the power supply line from the auxiliary power supply B2 to the discharge control unit 30 due to a collision of the vehicle 100 or the like, the backup power supply device 40 converts the power received from the positive line PL2 into a voltage and supplies it to the discharge control unit 30. Supply operating power.

  Case 50 is a case for storing boost converter 10, inverter 20, positive lines PL 1 and PL 2, negative line NL, capacitors C 1 and C 2, discharge control unit 30, and backup power supply device 40.

  The collision detection unit 60 is provided outside the housing 50. The collision detection unit 60 detects a collision of the vehicle 100 using an acceleration sensor or the like, and transmits a signal indicating the detection result to the discharge control unit 30 via a communication line. Further, when collision detection unit 60 detects a collision of vehicle 100, it turns off system main relay SMR.

  An auxiliary power source B2 is also provided outside the housing 50. Auxiliary power supply B2 is a rechargeable power storage device, and is constituted by, for example, a lead storage battery. The auxiliary machine power supply B2 supplies auxiliary machine power to various auxiliary machines and control devices mounted on the vehicle 100. The auxiliary machine power supply B <b> 2 supplies operating power to the discharge control unit 30 in the housing 50 via the diode 70.

  The diode 70 has an anode connected to the auxiliary power source B <b> 2 and a cathode connected to a power line between the discharge control unit 30 and the backup power supply device 40. The diode 70 is provided to prevent power from flowing from the backup power supply device 40 to the auxiliary power supply B2.

  In this vehicle 100, when a collision of the vehicle 100 is detected by the collision detection unit 60, the fact is notified to the discharge control unit 30 of the power converter via the communication line, and the system main relay SMR is turned off. The When receiving a notification that a collision of the vehicle 100 has been detected from the collision detection unit 60 via the communication line, the discharge control unit 30 performs discharge control for discharging the residual charges of the capacitors C1 and C2. That is, in the first embodiment, discharge control unit 30 generates a drive signal for turning on / off a switching element (described later) of boost converter 10 and outputs the drive signal to boost converter 10.

  The discharge controller 30 normally receives operating power from the auxiliary power source B2 outside the housing 50 of the power converter. However, when an abnormality (disconnection, voltage drop, etc.) occurs in the power supply line from the auxiliary power supply B2 due to a collision of the vehicle 100, the discharge control unit 30 becomes inoperable. Therefore, in the first embodiment, the backup power supply device 40 is provided in the casing 50 of the power conversion device in preparation for an abnormality in the power supply line from the auxiliary power supply B2.

  Backup power supply device 40 is connected to positive electrode line PL2 and negative electrode line NL, and uses the voltage boosted by boost converter 10 as the drive voltage. Since the voltage after boosting by boost converter 10 is the highest voltage in the power converter, it is more sufficient than when backup power supply device 40 is connected to positive line PL1 and negative line NL and the non-boosted voltage is used as the drive voltage. An operating voltage can be supplied to the discharge controller 30.

  Further, due to a collision of the vehicle 100, an abnormality may occur not only in the power supply line from the auxiliary power supply B2 but also in the communication line from the collision detection unit 60 to the discharge control unit 30. Therefore, in the first embodiment, an abnormality in the power supply line from the auxiliary power supply B2 is detected, and an abnormality in the communication line from the collision detection unit 60 to the discharge control unit 30 (disconnection, voltage drop, etc.) is also detected. In such a case, the discharge control unit 30 receives the operating power from the backup power supply device 40 and executes the discharge control. As a result, even when an abnormality (disconnection, etc.) occurs in all of the power supply lines and communication lines introduced from the outside of the casing 50 into the casing 50, the power converter becomes electrically isolated. Then, discharge control for discharging the capacitors C1 and C2 in the power converter is performed.

  FIG. 2 is a diagram illustrating a circuit configuration of the power conversion device illustrated in FIG. 1. Referring to FIG. 2, boost converter 10 includes a power semiconductor switching element (hereinafter also simply referred to as “switching element”) 202, 204, diodes 206, 208, and a reactor 210. Switching elements 202 and 204 are connected in series between positive electrode line PL2 and negative electrode line NL. Diodes 206 and 208 are connected in antiparallel to switching elements 202 and 204, respectively. Reactor 210 is connected between a connection node of switching elements 202 and 204 and positive electrode line PL1. In other words, boost converter 10 is formed of a so-called boost chopper circuit.

  As the switching elements 202 and 204, for example, an IGBT (Insulated Gate Bipolar Transistor), a power MOS (Metal Oxide Semiconductor) transistor, or the like can be used.

  Boost converter 10 is configured to provide a voltage between positive line PL2 and negative line NL (based on drive signal PWC from an MG-ECU (Electronic Control Unit) 110 (described later) including the function of discharge control unit 30 shown in FIG. (Hereinafter also referred to as “system voltage”) is boosted above the output voltage of the DC power supply B1. When the system voltage is lower than the target voltage, by increasing the on-duty of the switching element 204, a current can flow from the positive line PL1 to the positive line PL2, and the system voltage can be increased. On the other hand, when the system voltage is higher than the target voltage, increasing the on-duty of switching element 202 allows current to flow from positive line PL2 to positive line PL1, thereby reducing the system voltage.

  When boost converter 10 is driven by MG-ECU 110 as a discharge device for discharging the residual charges of capacitors C1 and C2, switching elements 202 and 204 are turned on and off while system main relay SMR is turned off, respectively. When current flows from the capacitor C2 to the switching element 202 and the reactor 210, electric charge is consumed. Next, when the switching elements 202 and 204 are turned off and on, respectively, current flows from the capacitor C1 through the reactor 210 and the switching element 204, so that charge is consumed. Thus, the residual charges of the capacitors C1 and C2 can be discharged by driving the switching elements 202 and 204 on / off while the system main relay SMR is turned off.

  Backup power supply device 40 includes a primary coil 222, a secondary coil 224, a switching element 226, a duty control unit 228, a capacitor 230, and a diode 232.

  Primary coil 222 and switching element 226 are connected in series between positive electrode line PL2 and negative electrode line NL. The secondary coil 224 forms a transformer together with the primary coil 222, and is connected to the anode of a diode 232 whose cathode is connected to the power supply line from the auxiliary power supply B2. Duty control unit 228 is connected to the power supply line from auxiliary power supply B2, and capacitor 230 is provided on the power line to duty control unit 228. Capacitor 230 has a small capacity sufficient to initially drive duty control unit 228 when the power supply line from auxiliary power supply B2 is abnormal.

  In backup power supply device 40, switching element 226 is turned on / off by duty control unit 228, and the electric power received from positive line PL2 is stepped down by the transformer formed by primary coil 222 and secondary coil 224. The output of the secondary coil 224 is rectified by the diode 232 and supplied to the MG-ECU 110 including the function of the discharge control unit 30 shown in FIG.

  The operating power of the duty control unit 228 is supplied from the capacitor 230 immediately after the abnormality of the power supply line from the auxiliary power supply B2, and is supplied from the diode 232 after the voltage is generated in the secondary coil 224.

  MG-ECU 110 is a control device for driving boost converter 10 and inverter 20. When vehicle 100 is traveling, MG-ECU 110 generates drive signals PWC and PWI for driving boost converter 10 and motor generator MG, respectively, and generates generated drive signals PWC and PWI, respectively, as boost converter 10 and inverter 20. Output to.

  Further, MG-ECU 110 operates as discharge control unit 30 shown in FIG. That is, MG-ECU 110, when receiving a signal indicating the detection result of collision of vehicle 100 from collision detection unit 60 via the communication line, drives boost converter 10 to discharge the residual charges of capacitors C1 and C2. Perform discharge control.

  Further, MG-ECU 110 detects an abnormality in the power supply line from auxiliary power supply B2 and the communication line from collision detection unit 60. When an abnormality is detected in the power supply line and the communication line, MG-ECU 110 receives the operation power from backup power supply device 40 and drives boost converter 10 to execute the discharge control.

  FIG. 3 is a functional block diagram of MG-ECU 110 shown in FIG. Referring to FIG. 3, MG-ECU 110 includes an inverter control unit 112, a converter control unit 114, a power line abnormality detection unit 116, and a communication line abnormality detection unit 118. Inverter control unit 112 drives drive signal PWI for driving motor generator MG based on the torque command value, current detection value, rotation angle detection value, voltage detection value of positive line PL2 and the like of motor generator MG (FIG. 2). And the generated drive signal PWI is output to the inverter 20. The torque command value is calculated by an external ECU (not shown), and each detected value is detected by various sensors (not shown).

  Converter control unit 114 generates drive signal PWC for driving boost converter 10 based on the torque command value, the detected voltage values of positive lines PL1 and PL2, and the like, and generates the generated drive signal PWC. Output to boost converter 10. Each voltage detection value is detected by a voltage sensor (not shown).

  When converter controller 114 receives notification that collision of vehicle 100 has been detected from collision detector 60 (FIG. 2), converter controller 114 generates drive signal PWC for operating boost converter 10 as a discharge device. Output to boost converter 10.

  Further, converter control unit 114 receives a signal indicating a power line abnormality detection result from auxiliary power source B2 (FIG. 2) from power line abnormality detection unit 116, and receives a communication line abnormality detection result from collision detection unit 60. The signal shown is received from the communication line abnormality detection unit 118. When converter controller 114 receives notification from power supply line abnormality detection unit 116 and communication line abnormality detection unit 118 that the abnormality of the power supply line and the communication line has been detected, respectively, converter converter 114 operates boost converter 10 as a discharge device. Drive signal PWC is generated and output to boost converter 10.

  The power line abnormality detection unit 116 detects a power line abnormality from the auxiliary power source B2. For example, when the voltage of the power supply line from auxiliary power supply B2 falls below a predetermined value, power supply line abnormality detecting unit 116 detects that the power supply line from auxiliary power supply B2 is abnormal. Then, power supply line abnormality detection unit 116 outputs the result of power supply line abnormality detection from auxiliary power supply B2 to converter control unit 114.

  The communication line abnormality detection unit 118 detects a communication line abnormality from the collision detection unit 60. For example, when the voltage of the communication line from the collision detection unit 60 falls below a predetermined value, the communication line abnormality detection unit 118 detects that the communication line from the collision detection unit 60 is abnormal. Communication line abnormality detection unit 118 outputs the communication line abnormality detection result from collision detection unit 60 to converter control unit 114.

  The converter control unit 114, the power supply line abnormality detection unit 116, and the communication line abnormality detection unit 118 constitute the discharge control unit 30 shown in FIG.

  As described above, in the first embodiment, the backup power supply device 40 is provided in the casing 50 of the power conversion device. The backup power supply device 40 is connected to the positive line PL2 (and the negative line NL) boosted by the boost converter 10, and is connected to the positive line when an abnormality occurs in the power line that supplies operating power from the outside of the housing 50 to the discharge control unit 30. The power received from PL2 is stepped down using a transformer and output to discharge control unit 30. As a result, even if an abnormality occurs in the power supply line due to a collision of the vehicle 100 (for example, disconnection), operating power is supplied from the backup power supply device 40 to the discharge control unit 30, and the discharge control is performed by the discharge control unit 30. . Therefore, according to the first embodiment, when a collision or the like of vehicle 100 occurs, the residual charges of capacitors C1 and C2 provided in the power conversion device can be reliably and promptly discharged.

  In the first embodiment, backup power supply device 40 is connected to positive line PL2 (and negative line NL) boosted by boost converter 10. Since the voltage boosted by boost converter 10 is used as the drive voltage, the operation is more sufficient than when backup power supply device 40 is connected to positive line PL1 (and negative line NL) and the non-boosted voltage is used as the drive voltage. The voltage can be supplied to the discharge control unit 30. Therefore, according to the first embodiment, when a collision or the like of vehicle 100 occurs, the residual charges of capacitors C1 and C2 provided in the power conversion device can be sufficiently discharged.

  Furthermore, according to the first embodiment, boost converter 10 is used as a discharge device that discharges the residual charges of capacitors C1 and C2, so that it is not necessary to separately provide a discharge circuit.

[Embodiment 2]
In Embodiment 1 described above, MG-ECU 110 that drives boost converter 10 and inverter 20 performs discharge control using boost converter 10 as a discharge device. In the second embodiment, a drive device for driving boost converter 10 as a discharge device during discharge control is provided separately from MG-ECU. Thereby, the power supplied by the backup power supply device 40 during discharge control can be minimized, and the backup power supply device 40 can be downsized.

  FIG. 4 is a diagram illustrating a circuit configuration of the power conversion device according to the second embodiment. Referring to FIG. 4, this power conversion device further includes drive device 120 in the configuration of power conversion device in the first embodiment shown in FIG. 2, and includes MG-ECU 110 </ b> A instead of MG-ECU 110.

  When the drive device 120 receives a signal indicating the detection result of the collision of the vehicle 100 from the collision detection unit 60 via the communication line, the drive device 120 executes discharge control for discharging the residual charges of the capacitors C1 and C2. Specifically, when receiving a signal indicating collision detection from collision detection unit 60, drive device 120 generates drive signal PWC and outputs it to boost converter 10.

  Here, drive device 120 generates drive signal PWC so as to drive switching elements 202 and 204 of boost converter 10 on / off at a predetermined constant switching frequency and duty ratio. Thereby, the circuit configuration of the driving device 120 can be simplified.

  In addition, the drive device 120 detects an abnormality in the power supply line from the auxiliary power supply B2 and the communication line from the collision detection unit 60, and operates from the backup power supply device 40 when the abnormality in the power supply line and the communication line is detected. The discharge control is executed by driving the boost converter 10 in response to the supply of electric power.

  MG-ECU 110A has the same configuration as that of MG-ECU 110 according to the first embodiment shown in FIG. 2, except that the discharge control function for discharging the residual charges of capacitors C1 and C2 is omitted. The other configuration of vehicle 100A in the second embodiment is the same as that of vehicle 100 in the first embodiment.

  In the above description, the driving device 120 receives a signal indicating collision detection from the collision detection unit 60, but may receive the signal via the MG-ECU 110A. In the above description, the drive device 120 detects an abnormality in the power supply line from the auxiliary power supply B2 and the communication line from the collision detection unit 60. However, the MG-ECU 110A detects the abnormality, and the detection result is obtained. The drive device 120 may be notified.

  FIG. 5 is a functional block diagram of drive device 120 shown in FIG. Referring to FIG. 5, drive device 120 includes a converter control unit 114 </ b> A, a power line abnormality detection unit 116, and a communication line abnormality detection unit 118.

  Converter control unit 114A has only a function related to discharge control for discharging the residual charges of capacitors C1 and C2 among the functions of converter control unit 114 shown in FIG. In other words, converter control unit 114A does not generate drive signal PWC for driving boost converter 10 except when discharge control is performed (eg, during normal travel).

  Note that the functions of power supply line abnormality detection unit 116 and communication line abnormality detection unit 118 have been described with reference to FIG. 3 and will not be repeated.

  As described above, in the second embodiment, drive device 120 for driving boost converter 10 as a discharge device during discharge control is provided separately from MG-ECU 110A. Therefore, according to the second embodiment, the power supplied by backup power supply device 40 during discharge control can be minimized, and backup power supply device 40 can be miniaturized.

  In the first and second embodiments described above, backup power supply device 40 is configured by a switching regulator including a transformer and a switching element, with the voltage boosted by boost converter 10 as a drive voltage. The configuration of the power supply device 40 is not limited to such a configuration.

  FIG. 6 is a diagram showing another configuration of the backup power supply apparatus. Referring to FIG. 6, backup power supply device 40A includes an input terminal 302, an output terminal 304, a switching element 306, a reference voltage generation unit 308, a differential amplifier 310, and resistance elements 312 and 314. The backup power supply device 40A is configured by a so-called series regulator in which a switching element 306 is connected between an input terminal 302 and an output terminal 304, and the switching element 306 is controlled according to an output voltage.

  In the first and second embodiments, when the discharge control is performed, the discharge control unit drives the switching element of the boost converter 10 on / off, so that the capacitors C1 and C2 remain using the boost converter 10. Although the electric charge is discharged, the discharging mechanism for discharging the residual electric charge of the capacitors C1 and C2 is not limited to the boost converter 10.

  FIG. 7 is an overall block diagram of the vehicle for explaining another configuration of the discharge mechanism. Referring to FIG. 7, this vehicle 100 </ b> B further includes a discharge circuit 80 in the configuration of vehicle 100 shown in FIG. 1, and includes a discharge control unit 30 </ b> A instead of discharge control unit 30.

  Discharge circuit 80 includes a switching element 82 and a resistance element 84. Switching element 82 and resistance element 84 are connected in series between positive electrode line PL2 and negative electrode line NL. At the time of executing the discharge control, the switching element 82 is controlled by the discharge control unit 30A, the residual charge of the capacitor C2 is consumed in the discharge circuit 80, and the residual charge of the capacitor C1 is also discharged via the boost converter 10 to the discharge circuit 80. Consumed by flowing into.

  The discharge control unit 30 </ b> A generates a drive signal for driving the switching element 82 of the discharge circuit 80 and outputs the generated drive signal to the switching element 82 when executing the discharge control. The other configuration of the discharge control unit 30A is the same as the configuration of the discharge control unit 30 shown in FIG. 1 except that the discharge circuit 80 is driven instead of the step-up converter 10 when the discharge control is executed.

  FIG. 8 is an overall block diagram of the vehicle for explaining still another configuration of the discharge mechanism. Referring to FIG. 8, this vehicle 100 </ b> C includes a discharge control unit 30 </ b> B in place of discharge control unit 30 in the configuration of vehicle 100 shown in FIG. 1.

  Discharge control unit 30 </ b> B generates a drive signal for driving inverter 20 as a discharge device during execution of discharge control, and outputs the generated drive signal to inverter 20. As an example, after applying a mechanical brake or the like so that motor generator MG does not rotate, one of the upper and lower arms of the inverter 20 in any phase is completely turned on, and the other switching element is half-turned on. By switching in the ON state, the residual charges of the capacitors C1 and C2 can be consumed. Alternatively, by driving inverter 20 so that only the d-axis current flows, the residual of capacitors C1 and C2 can be maintained using the switching element of inverter 20 and the coil of motor generator MG without generating rotational torque in motor generator MG. It is also possible to consume charges.

  The other configuration of discharge control unit 30B is the same as the configuration of discharge control unit 30 shown in FIG. 1 except that inverter 20 is driven instead of boost converter 10 when discharge control is performed.

  In each of the above-described embodiments, vehicle 100 (100A to 100C) may be an electric vehicle using motor generator MG as the only travel power source, or further equipped with an engine as the travel power source. The vehicle may be a hybrid vehicle, or may be a fuel cell vehicle further equipped with a fuel cell in addition to the DC power supply B1.

  In the above description, positive line PL2 corresponds to an example of “power bus” in the present invention, and boost converter 10 corresponds to an example of “boost device” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  10 Boost Converter, 20 Inverter, 30, 30A, 30B Discharge Control Unit, 40, 40A, 40B Backup Power Supply, 50 Housing, 60 Collision Detection Unit, 70, 206, 208, 232 Diode, 80 Discharge Circuit, 82, 202 , 204, 226, 306 switching element, 84, 312, 314 resistance element, 100, 100A to 100C vehicle, 110, 110A MG-ECU, 112 inverter control unit, 114, 114A converter control unit, 116 power line abnormality detection unit, 118 communication line abnormality detection unit, 120 driving device, 210 reactor, 222 primary coil, 224 secondary coil, 228 duty control unit, 230 capacitor, 302 input terminal, 304 output terminal, 308 reference voltage generation unit, 310 differential amplifier, B1 DC power supply, SMR system main relay, PL1, PL2 positive line, NL negative line, C1, C2 capacitor, MG motor generator, B2 auxiliary power supply.

Claims (7)

  1. A power conversion device for a vehicle,
    The vehicle is
    A DC power supply for supplying power to the power converter;
    A collision detection unit for detecting a collision of the vehicle,
    The power converter is
    An inverter;
    A power bus connected to the inverter;
    A capacitor connected to the power bus;
    A discharge control unit that executes a discharge control for discharging a residual charge of the capacitor when a collision of the vehicle is detected by the collision detection unit;
    A backup power supply device that is provided in the casing of the power conversion device and supplies operating power to the discharge control unit when an abnormality occurs in a power supply line that supplies operating power to the discharge control unit from the outside of the casing;
    The backup power supply device is connected to the power bus, and is configured to convert power received from the power bus into a voltage and output it to the discharge control unit.
  2.   When the abnormality of the communication line and the abnormality of the power supply line for notifying the detection result of the collision detection unit to the discharge control unit from the outside of the casing are detected, the discharge control unit operates the power from the backup power supply device. The power conversion device for a vehicle according to claim 1, wherein the discharge control is executed in response to the power.
  3. A booster connected to the power bus and boosting the voltage of the power bus to a voltage of the DC power supply or more;
    The boosting device is constituted by a boosting chopper circuit including a power semiconductor switching element and a reactor,
    The discharge controller is configured to cause the residual charge to be consumed by the power semiconductor switching element and the reactor by driving the power semiconductor switching element on / off during execution of the discharge control. Item 3. The vehicle power conversion device according to Item 2.
  4.   The vehicle power conversion device according to claim 3, wherein the discharge control unit drives the power semiconductor switching element on / off at a predetermined constant switching frequency and duty ratio when the discharge control is executed.
  5.   The vehicle power conversion device according to claim 3, wherein the discharge control unit is a control device for driving the booster and the inverter.
  6.   6. The vehicle power conversion device according to claim 1, wherein the backup power supply device includes a transformer, and steps down the power received from the power bus by the transformer and outputs the reduced power to the discharge control unit.
  7. The power conversion device according to any one of claims 1 to 6,
    A vehicle comprising: an electric motor driven by an inverter of the power converter.
JP2010129002A 2010-06-04 2010-06-04 Vehicle power conversion device and vehicle including the same Active JP5333348B2 (en)

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