JP2012016097A - Electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicle which can prevent torque variation unintended by a motor.SOLUTION: An electric vehicle 10 comprises a control device 50 which turns on/off switches 24a and 24b in a three-phase short circuit state in which upper arm elements 84u, 84v, and 84w of an inverter 26 are all on and lower arm elements 90u, 90v, and 90w are all off, or in which the upper arm elements 84u, 84v, and 84w are all off and the lower arm elements 90u, 90v, and 90w are all on.

Description

  The present invention relates to an electric vehicle including a three-phase AC brushless drive motor, a plurality of power supplies for supplying power to the drive motor, and an inverter disposed between the drive motor and the plurality of power supplies.

  The development of electric vehicles including fuel cell vehicles and hybrid vehicles is thriving. Some electric vehicles can selectively supply power from a plurality of power sources to a drive motor and selectively charge regenerative power from the drive motors to the plurality of power sources (Patent Document 1). . In Patent Document 1, when a vehicle is powered, a battery having a predetermined voltage or higher is selected from a plurality of batteries (14), and a battery having the lowest voltage is selected and used (see FIG. 2, paragraph [ [0031] to [0041]). Further, at the time of regeneration of the vehicle, the battery having the lowest remaining capacity is selected from a plurality of batteries and charged (FIG. 4, paragraphs [0042] to [0050] of the same document).

Japanese Patent Laying-Open No. 2005-237064

  In Patent Document 1, since the switching timing of the battery is not taken into consideration, there is a possibility that the voltage fluctuation generated along with the battery switching is transmitted to the motor and an unintended torque fluctuation occurs.

  The present invention has been made in consideration of such a problem, and an object thereof is to provide an electric vehicle capable of preventing unintended torque fluctuations of a motor.

  An electric vehicle according to the present invention is connected in series with a primary side including at least two power sources of a first power source and a second power source whose power source voltage fluctuates, and a three-phase AC brushless motor for driving the vehicle. A secondary side including an inverter in which a pair of upper arm elements and a lower arm element are connected in parallel in three phases, and an inverter in which a three-phase line of the motor is connected between the upper arm element and the lower arm element; A first power system and a second power system connecting the secondary side and the secondary side so that the first power source and the second power source are in parallel with each other, and the first power source and the second power source as the motor power source A switch for switching which of the power sources to use, and all the upper arm elements of the inverter are on and all the lower arm elements are off, or all the upper arm elements are off and the lower arm elements are Te in 3-phase short-circuit state is on, and a control unit for switching the switch.

  According to the present invention, the first power source and the second power source as the power source of the motor are switched in a state where the three-phase short-circuit state occurs in the inverter. For this reason, the voltage fluctuation accompanying switching of the 1st power supply and the 2nd power supply is not transmitted to a motor. Therefore, unintended torque fluctuations of the motor can be prevented.

  The control device controls on / off of the upper arm switching element and the lower arm switching element of each phase based on the comparison result between the voltage command value of each of the three phases and the carrier signal, and the carrier signal is obtained from the voltage command value of all the three phases. You may detect when it becomes high, or the case where a carrier signal becomes lower than the said voltage command value of all the three phases, and it may detect that it is a three-phase short circuit state.

  Thus, during normal control of the inverter, it is determined that all three phases of the upper arm switching element or the lower arm switching element are turned on as a three-phase short-circuit state, and the switch can be switched in the three-phase short-circuit state. It becomes possible. Therefore, during normal control of the inverter, the switch can be switched while preventing unintended torque fluctuations of the motor.

  Upon receiving a switching request for switching between the first power source and the second power source, the control device outputs a drive signal to all the upper arm switching elements or the lower arm switching elements of all three phases, and forcibly causes a three-phase short circuit. May be generated. As a result, when switching between the first power source and the second power source is necessary, the switching can be performed at an appropriate timing.

  According to the present invention, the first power source and the second power source as the power source of the motor are switched in a state where the three-phase short-circuit state occurs in the inverter. For this reason, the voltage fluctuation accompanying switching of the 1st power supply and the 2nd power supply is not transmitted to a motor. Therefore, unintended torque fluctuations of the motor can be prevented.

1 is a schematic configuration diagram of an electric vehicle according to a first embodiment of the present invention. It is a figure which shows a part of circuit configuration of the electric vehicle which concerns on 1st Embodiment. It is a figure which shows the 1st modification of the bidirectional | two-way switch used with the electric vehicle which concerns on 1st Embodiment. It is a figure which shows the 2nd modification of the bidirectional switch used with the electric vehicle which concerns on 1st Embodiment. It is a figure which shows the 3rd modification of the bidirectional | two-way switch used with the electric vehicle which concerns on 1st Embodiment. It is a figure which shows the 4th modification of the bidirectional switch used with the electric vehicle which concerns on 1st Embodiment. It is a functional block diagram of the electric power electronic control apparatus which concerns on 1st Embodiment. It is a functional block diagram of the bidirectional | two-way switch logic production | generation part which concerns on 1st Embodiment. It is a functional block diagram of the PWM production | generation part which concerns on 1st Embodiment. It is a figure which shows the state which the three-phase lower arm element is short-circuited in an inverter. It is a figure which shows the state which the three-phase upper arm element has short-circuited in the inverter. It is a figure which shows an example of the relationship between a carrier signal, a voltage command value, and a drive signal. It is a figure which shows the example of the waveform of the drive signal at the time of performing a forced short circuit. It is a figure which shows the on-off relationship of each mode used in 1st Embodiment, and each switching element. It is a figure which shows the relationship between a mode that the input current of an inverter switches from positive to negative, and control of each switching element. It is a figure which shows the relationship between a mode that the input current of an inverter switches from negative to positive, and control of each switching element. It is a figure which shows an example of the output waveform of the various signals in the electric vehicle of 1st Embodiment. It is a figure which expands and shows a part of FIG. It is a schematic block diagram of the electric vehicle which concerns on 2nd Embodiment of this invention. It is a figure which shows the relationship of each mode used in 2nd Embodiment, and the on / off of each switching element. It is a schematic block diagram of the electric vehicle which concerns on 3rd Embodiment of this invention. It is a figure which shows a part of circuit structure of the electric vehicle which concerns on 3rd Embodiment. It is a figure which shows the relationship between each mode used in 3rd Embodiment, and each switching element. It is a schematic block diagram of the electric vehicle which concerns on 4th Embodiment of this invention. It is a figure which shows a part of circuit structure of the electric vehicle which concerns on 4th Embodiment. It is a figure which shows the relationship of each mode used in 4th Embodiment, and the on / off of each switching element. It is a schematic block diagram of the electric vehicle which concerns on 5th Embodiment of this invention. It is a figure which shows the on-off relationship of each mode used in 5th Embodiment, and each switching element. It is explanatory drawing of the 1st control law when not using a power supply voltage. It is explanatory drawing of the 2nd control law when not using a power supply voltage. It is explanatory drawing of the 1st control law in the case of using a power supply voltage. It is explanatory drawing of the 2nd control law in the case of using a power supply voltage. It is a functional block diagram of the 1st modification of the electric power electronic controller of FIG. FIG. 34 is a functional block diagram of a bidirectional switch logic generation unit used in the power electronic control device of FIG. 33. It is a functional block diagram of the 2nd modification of the electric power electronic controller of FIG. It is a functional block diagram of the 3rd modification of the electric power electronic controller of FIG. It is a functional block diagram of the 4th modification of the electric power electronic controller of FIG.

I. First Embodiment A. 1. Description of configuration Entire Electric Vehicle 10 FIG. 1 is a schematic configuration diagram of an electric vehicle 10 according to the first embodiment of the present invention. FIG. 2 is a diagram illustrating a part of the circuit configuration of the electric vehicle 10. The electric vehicle 10 includes a traveling motor 12, a transmission 14, wheels 16, an integrated electronic control device 18 (hereinafter referred to as “integrated ECU 18”), and an electric power system 20.

2. Motor 12
The motor 12 is a three-phase AC brushless type, generates a driving force based on the electric power supplied from the electric power system 20, and rotates the wheels 16 through the transmission 14 by the driving force. In addition, the motor 12 outputs power (regenerative power Preg) [W] generated by performing regeneration to the power system 20. The regenerative power Preg may be output to an auxiliary machine (not shown).

  As a specific configuration of the motor 12, for example, a configuration described in JP 2009-240125 A can be used.

3. Integrated ECU 18
The integrated ECU 18 controls the overall control system of the electric vehicle 10 and includes an input / output device, a calculation device, a storage device, and the like (not shown). In the first embodiment, the integrated ECU 18 selects at least one of the first battery 22a and the second battery 22b as a battery used for power generation and a battery used for charging (details will be described later).

4). Power system 20
(1) Overall Configuration of Power System 20 The power system 20 supplies power to the motor 12 and is supplied with regenerative power Preg from the motor 12. In addition to the first battery 22a and the second battery 22b, the power system 20 includes a first bidirectional switch 24a (hereinafter referred to as “first bidirectional SW 24a”) and a second bidirectional switch 24b (hereinafter referred to as “second bidirectional”). SW24b "), inverter 26, voltage sensors 28, 30, 32, current sensors 38, 40, 42, 44, 46, resolver 48, and power electronic control device 50 (hereinafter referred to as" electric power ECU 50 "). .)

(2) First battery 22a and second battery 22b
Each of the first battery 22a and the second battery 22b is a power storage device (energy storage) that includes a plurality of battery cells and can output a high voltage (several hundred volts in the first embodiment). A battery, a capacitor, or the like can be used. In the first embodiment, a lithium ion secondary battery is used.

  The output voltage of the first battery 22a (hereinafter referred to as “first battery voltage Vbat1”) [V] is detected by the voltage sensor 28, and the output current of the first battery 22a (hereinafter referred to as “first battery current Ibat1”). [A] is detected by the current sensor 38 and output to the electric power ECU 50.

  Similarly, the output voltage of the second battery 22b (hereinafter referred to as “second battery voltage Vbat2”) [V] is detected by the voltage sensor 30, and the output current of the second battery 22b (hereinafter referred to as “second battery current Ibat2”). [A] is detected by the current sensor 40 and output to the electric power ECU 50.

  The positive side of the first battery 22a and the second battery 22b are connected at a connection point 52, and the negative side of the first battery 22a and the second battery 22b are connected at a connection point 54. The positive connection point 52 is connected to the connection point 56 of the inverter 26, and the negative connection point 54 is connected to the connection point 58 of the inverter 26. Therefore, the power path including the first battery 22 a and the power path including the second battery 22 b are connected in parallel to the inverter 26 and the motor 12.

  Hereinafter, the first battery 22a and the second battery 22b (and the battery 154 for the third and subsequent embodiments) are collectively referred to as the battery 22, and the first battery 22a and the second battery 22b (and the third and subsequent embodiments are described). The output voltage from the battery 154) is generically referred to as the battery voltage Vbat, and the output current from the first battery 22a and the second battery 22b (and the battery 154 for the third and subsequent embodiments) is generically referred to as the battery current Ibat.

(3) First bidirectional SW 24a and second bidirectional SW 24b
The first bidirectional SW 24a and the second bidirectional SW 24b can switch on / off (energization / interruption) of the power generation direction and the charging direction of the first battery 22a and the second battery 22b separately according to a command from the electric power ECU 50. it can.

  The first bidirectional SW 24a and the second bidirectional SW 24b of the first embodiment are bidirectional insulated gate bipolar transistors (IGBTs). That is, the first bidirectional SW 24a is a power generation switching element 60a (hereinafter referred to as “power generation SW element 60a” or “SW element 60a”) that switches between energization and cutoff in the power generation direction (direction from the power system 20 to the motor 12). And a charging switching element 62a (hereinafter referred to as “charging SW element 62a” or “SW element 62a”) that switches between energization and interruption in the charging direction (direction from the motor 12 to the power system 20).

  Similarly, the second bidirectional SW 24b includes a power generation switching element 60b (hereinafter referred to as “power generation SW element 60b” or “SW element 60b”) that switches between energization and interruption in the power generation direction, and energization and interruption in the charge direction. A charge switching element 62b (hereinafter referred to as “charge SW element 62b” or “SW element 62b”) to be switched.

  Each SW element 60a, 60b, 62a, 62b is controlled to be turned on / off by drive signals Sh1, Sh2, Sl1, Sl2 from the electric power ECU 50.

  In place of the first bidirectional SW 24a and the second bidirectional SW 24b which are bidirectional IGBTs, the diode bridge 70 shown in FIG. 3, the reverse conducting IGBTs 72 and 74 shown in FIGS. 4 and 5, or FIG. A reverse blocking IGBT 76 can also be used.

  Further, as shown in FIG. 2, a first smoothing capacitor 78a is disposed between the first battery 22a and the first bidirectional SW 24a, and between the second battery 22b and the second bidirectional SW 24b, A second smoothing capacitor 78b is disposed.

  Hereinafter, the first bidirectional SW 24a and the second bidirectional SW 24b (and a third bidirectional switch 24c described later in the fourth embodiment and later) are collectively referred to as a bidirectional switch 24 or a bidirectional SW 24. In addition, the power generation SW elements 60a and 60b (and the power generation switching element 60c described later in the fourth embodiment and later) are collectively referred to as the power generation switching element 60 or the SW element 60. The charging SW elements 62a and 62b (and the charging switching element 62c described later in the fourth embodiment and later) are collectively referred to as the charging switching element 62 or the SW element 62.

(4) Inverter 26
The inverter 26 is configured as a three-phase full-bridge type, performs DC / AC conversion, converts DC to three-phase AC and supplies it to the motor 12, while DC after AC / DC conversion associated with the regenerative operation. Is supplied to at least one of the first battery 22a and the second battery 22b.

  As shown in FIG. 2, the inverter 26 includes three-phase phase arms 82u, 82v, and 82w.

  The U-phase arm 82u includes an upper arm element 84u having an upper arm switching element 86u (hereinafter referred to as “upper arm SW element 86u”) and a diode 88u, and a lower arm switching element 92u (hereinafter referred to as “lower arm SW element 92u”). ) And a lower arm element 90u having a diode 94u.

  Similarly, the V-phase arm 82v includes an upper arm element 84v having an upper arm switching element 86v (hereinafter referred to as “upper arm SW element 86v”) and a diode 88v, and a lower arm switching element 92v (hereinafter referred to as “lower arm SW element 92v”). And a lower arm element 90v having a diode 94v. The W-phase arm 82w includes an upper arm switching element 86w (hereinafter referred to as “upper arm SW element 86w”) and an upper arm element 84w having a diode 88w, and a lower arm switching element 92w (hereinafter referred to as “lower arm SW element 92w”). ) And a lower arm element 90w having a diode 94w.

  As the upper arm SW elements 86u, 86v, 86w and the lower arm SW elements 92u, 92v, 92w, for example, MOSFETs or IGBTs are employed.

  Hereinafter, the phase arms 82u, 82v, and 82w are collectively referred to as the phase arm 82, the upper arm elements 84u, 84v, and 84w are collectively referred to as the upper arm element 84, and the lower arm elements 90u, 90v, and 90w are The upper arm SW elements 86u, 86v, 86w are collectively referred to as the upper arm SW element 86, and the lower arm SW elements 92u, 92v, 92w are collectively referred to as the lower arm SW element 92.

  In each phase arm 82, midpoints 96 u, 96 v, 96 w of the upper arm element 84 and the lower arm element 90 are connected to the windings 98 u, 98 v, 98 w of the motor 12. Hereinafter, the windings 98u, 98v, and 98w are collectively referred to as a winding 98.

  Each upper arm SW element 86 and each lower arm SW element 92 are driven by drive signals UH, VH, WH, UL, VL, WL from power ECU 50.

(5) Voltage sensors 28, 30, 32
As described above, the voltage sensor 28 detects the first battery voltage Vbat1 of the first battery 22a and outputs it to the electric power ECU 50. Voltage sensor 30 detects second battery voltage Vbat2 of second battery 22b and outputs it to electric power ECU 50.

  The voltage sensor 32 is connected between a path connecting the connection points 52 and 56 and a path connecting the connection points 54 and 58, detects the input voltage Vinv [V] of the inverter 26, and outputs the detected voltage to the power ECU 50.

(6) Current sensors 38, 40, 42, 44, 46
As described above, the current sensor 38 detects the first battery current Ibat1 of the first battery 22a and outputs it to the electric power ECU 50. The current sensor 40 detects the second battery current Ibat2 of the second battery 22b and outputs it to the electric power ECU 50.

  Current sensor 42 detects input current Iinv [A] of inverter 26 on a path connecting connection points 52 and 56 and outputs the detected current to power ECU 50.

  Current sensor 44 detects a U-phase current (U-phase current Iu) in winding 98 u of motor 12 and outputs the detected current to power ECU 50. Similarly, current sensor 46 detects a W-phase current (W-phase current Iw) in winding 98 w and outputs the detected current to power ECU 50.

  The current sensors 44 and 46 may detect currents other than the combination of the U phase and the W phase as long as they detect two of the three phases of the motor 12.

(7) Resolver 48
The resolver 48 detects an electrical angle θ that is a rotation angle of an output shaft (not shown) of the motor 12 or a rotation angle of the outer rotor (a rotation angle in a coordinate system fixed to a stator (not shown) of the motor 12). As a structure of the resolver 48, the thing of Unexamined-Japanese-Patent No. 2009-240125 can be used, for example.

(8) Electric power ECU 50
(A) Overall Configuration The power ECU 50 controls the entire power system 20, and includes an input / output device, a calculation device, a storage device, and the like (not shown). The electric power ECU 50 in the first embodiment mainly performs control of the inverter 26 and control of the bidirectional SW 24.

  FIG. 7 shows a functional block diagram of electric power ECU 50. As shown in FIG. 7, the electric power ECU 50 includes a bidirectional switch logic generation unit 102 (hereinafter referred to as “bidirectional SW logic generation unit 102” or “logic generation unit 102”), an electrical angular velocity calculation unit 104, and a three-phase circuit. -Dq conversion unit 106, current command calculation unit 108, subtractors 110 and 112, current feedback control unit 114 (hereinafter referred to as "current FB control unit 114"), dq-3 phase conversion unit 116, PWM And a generation unit 118.

  ON / OFF of each bidirectional SW 24 is controlled by the logic generation unit 102. When switching on / off of each bidirectional SW 24, the logic generator 102 causes the inverter 26 to be in a three-phase short-circuit state (details will be described later).

  The inverter 26 is controlled by the electrical angular velocity calculation unit 104, the three-phase-dq conversion unit 106, the current command calculation unit 108, the subtractors 110 and 112, the current FB control unit 114, and the dq-3 phase conversion unit 116. And the PWM generation unit 118.

(B) SW24 ON / OFF Control System As described above, the ON / OFF of each bidirectional SW24 is controlled by the logic generation unit 102.

  FIG. 8 shows a functional block diagram of the bidirectional SW logic generation unit 102. As shown in FIG. 8, the logic generation unit 102 includes a bidirectional switch logic determination unit 122 (hereinafter referred to as “bidirectional SW logic determination unit 122” or “logic determination unit 122”), and a bidirectional switch logic update command unit. 124 (hereinafter referred to as “bidirectional SW logic update command unit 124” or “logic update command unit 124”) and bidirectional switch logic output unit 126 (hereinafter referred to as “bidirectional SW logic output unit 126” or “logic output unit 126”). ”, A dead time generation unit 128, and a storage unit 130.

  The logic determination unit 122 switches the switching element selection signals Ss1, Ss2 based on the power supply designation signals Sd1, Sd2, Sd3 from the integrated ECU 18, the input current Iinv of the inverter 26, and the current thresholds THi1, THi2 from the storage unit 130. , Ss3, Ss4 (hereinafter referred to as “SW element selection signals Ss1, Ss2, Ss3, Ss4”), and transmits them to the logic output unit 126.

  The power supply designation signals Sd1, Sd2, and Sd3 designate power supplies for power generation, power generation / charge switching, and charging (in the first embodiment, the first battery 22a and the second battery 22b). More specifically, the power supply designation signal Sd1 designates a power supply for power generation, the power supply designation signal Sd2 designates a power supply for power generation / charge switching, and the power supply designation signal Sd3 represents a charge. Specifies the power supply for use.

  The logic determination unit 122 uses the input current Iinv of the inverter 26 and the current thresholds THi1 and THi2, and the power running state of the electric vehicle 10 (during power generation of the battery 22), the regenerative state (charged state of the battery 22), and the intermediate between them. The state (at the time of power generation / charging switching of the battery 22) is determined, and the power supply designation signals Sd1, Sd2, Sd3 to be used are selected (details will be described later).

  The SW element selection signals Ss1, Ss2, Ss3, and Ss4 select which one of the SW elements 60a, 60b, 62a, and 62b of each bidirectional SW 24 is turned on and which is turned off. More specifically, the SW element selection signal Ss1 turns on the power generation SW element 60a, the SW element selection signal Ss2 turns on the power generation SW element 60b, and the SW element selection signal Ss3 is charged. The SW element 62a is turned on, and the SW element selection signal Ss4 is for turning on the charging SW element 62b. In other words, when each SW element selection signal Ss1, Ss2, Ss3, Ss4 is high, the corresponding SW elements 60a, 60b, 62a, 62b are turned on, and the SW element selection signals Ss1, Ss2, Ss3, Ss4 are low. At this time, the corresponding SW elements 60a, 60b, 62a, 62b are turned off.

  Note that when there are three or more power supplies as in the fourth and fifth embodiments described later, the number of SW element selection signals obtained by multiplying the number of power supplies by 2 is output.

  In addition, when the logic determination unit 122 changes the logic (high or low) of the SW element selection signals Ss1, Ss2, Ss3, and Ss4, the logic determination unit 122 notifies the fact (that is, the logic update preparation is completed). An update preparation completion signal Su is output to the logical update command unit 124.

  The logic update command unit 124 performs logic based on the update preparation completion signal Su from the logic determination unit 122 and the bidirectional switch logic switching permission signal Sal (hereinafter referred to as “switching permission signal Sal”) from the PWM generation unit 118. An update execution signal Sc is generated and transmitted to the logic output unit 126.

  The switching permission signal Sal is transmitted from the PWM generation unit 118 to the logic update command unit 124 when switching of the bidirectional SW 24 is permitted (details will be described later).

  The logic update command unit 124 receives a logic update execution signal when the logic determination unit 122 completes preparation for updating the logic of the SW element selection signals Ss1, Ss2, Ss3, and Ss4, and the bidirectional SW 24 can be switched. Sc is output to the logic output unit 126.

  Based on the SW element selection signals Ss1, Ss2, Ss3, and Ss4 from the logic determination section 122 and the logic update execution signal Sc from the logic update instruction section 124, the logic output section 126 receives the SW elements 60a, 60b, and 62a. , 62b to drive signals Sh1, Sh2, Sl1, and Sl2 are generated and output to dead time generator 128.

  More specifically, when the logic update execution signal Sc is not received from the logic update command unit 124 {when the logic update execution signal Sc is low (logic 0)}, the logic output unit 126 receives the signal from the logic determination unit 122. Even if the logic of the SW element selection signals Ss1, Ss2, Ss3, and Ss4 has been changed (even if the SW elements 60a, 60b, 62a, and 62b are switched on / off), the logic before the change is maintained, and the SW element The drive signals Sh1, Sh2, Sl1, and Sl2 continue to be output with the same logic without switching on and off of 60a, 60b, 62a, and 62b. In this case, if the on / off of the SW elements 60a, 60b, 62a, and 62b is switched, there is a risk that a short circuit may occur between the first battery 22a and the second battery 22b. .

  On the other hand, when the logic output unit 126 receives the logic update execution signal Sc from the logic update command unit 124 {when the logic update execution signal Sc is high (logic 1)}, the SW element from the logic determination unit 122 The drive signals Sh1, Sh2, Sl1, and Sl2 are output with logic according to the selection signals Ss1, Ss2, Ss3, and Ss4. In this case, even if the SW elements 60a, 60b, 62a, and 62b are switched on and off at that timing, there is no possibility that the above-described problem occurs.

  The dead time generation unit 128 inserts the dead time dt into the drive signals Sh1, Sh2, S11, and S12 from the logic output unit 126 and outputs them to the SW elements 60a, 60b, 62a, and 62b. The reason for inserting the dead time dt is to prevent an unintended short circuit.

(C) Control System of Inverter 26 As described above, the control of the inverter 26 is performed by the electric angular velocity calculation unit 104, the three-phase-dq conversion unit 106, the current command calculation unit 108, the subtractors 110 and 112, the current This is performed using the FB control unit 114, the dq-3 phase conversion unit 116, and the PWM generation unit 118. As a control system for the inverter 26, basically, the one described in Japanese Patent Application Laid-Open No. 2009-240125 can be used, and the components omitted in the first embodiment are additionally applied. Is possible.

  The electric angular velocity calculation unit 104 in FIG. 7 differentiates the electric angle θ from the resolver 48 to obtain an electric angular velocity as a detected value (observed value) of the rotational speed of the output shaft of the motor 12 (= the rotational speed of the outer rotor). ω is calculated and output to the current command calculation unit 108.

  The three-phase-dq conversion unit 106 performs three-phase-dq conversion using the U-phase current Iu from the current sensor 44, the W-phase current Iw from the current sensor 46, and the electrical angle θ from the resolver 48, A d-axis armature current (hereinafter referred to as “d-axis current Id”) as a current component in the d-axis direction and a q-axis armature current (hereinafter referred to as “q-axis current Iq”) as a current component in the q-axis direction. .) Is calculated. Then, the three-phase-dq converter 106 outputs the d-axis current Id to the subtractor 110 and outputs the q-axis current Iq to the subtractor 112.

  In the three-phase-dq conversion, a set of a U-phase current Iu, a W-phase current Iw, and a V-phase current Iw (= −Iu−Iw) obtained from these is converted into an electrical angle θ (more specifically, an electrical angle). This is a process of converting into a set of a d-axis current Id and a q-axis current Iq by a conversion matrix according to the rotation angle of the output shaft at θ.

  The current command calculation unit 108 calculates a d-axis current command value Id_c that is a command value of the d-axis current Id and a q-axis current command value Iq_c that is a command value of the q-axis current Iq. That is, the torque command value T_c given from the integrated ECU 18 and the electrical angular velocity ω obtained by the electrical angular velocity calculation unit 104 are input to the current command calculation unit 108. Then, the current command calculation unit 108 calculates a d-axis current command value Id_c and a q-axis current command value Iq_c from these input values based on a preset map. The d-axis current command value Id_c and the q-axis current command value Iq_c have meanings as feed-forward command values for the d-axis current and the q-axis current for generating the torque of the torque command value T_c on the output shaft of the motor 12. .

  The torque command value T_c is determined in accordance with, for example, the accelerator operation amount (depressing amount of the accelerator pedal) and the traveling speed of the electric vehicle 10 equipped with the motor 12 as a propulsive force generation source. The torque command value T_c includes a power running torque command value and a regenerative torque command value, and these command values have different positive and negative polarities.

  The subtractor 110 calculates a deviation (= Id_c−Id) (hereinafter referred to as “d-axis current deviation ΔId”) between the d-axis current command value Id_c and the d-axis current Id and outputs it to the current FB control unit 114. The subtractor 112 calculates a deviation (= Iq_c−Iq) (hereinafter referred to as “q-axis current deviation ΔIq”) between the q-axis current command value Iq_c and the q-axis current Iq, and outputs it to the current FB control unit 114.

  The current FB control unit 114 is a d-axis voltage that is a voltage command value of the d-axis armature (target value of the d-axis voltage) in accordance with the d-axis current deviation ΔId and the q-axis current deviation ΔIq from the subtractors 110 and 112. The command value Vd_c and the q-axis voltage command value Vq_c that is the voltage command value (q-axis voltage target value) of the q-axis armature are calculated and output to the dq-3 phase converter 116.

  The current FB control unit 114 determines the d-axis voltage command value Vd_c by feedback control such as PI control (proportional / integral control) so that the d-axis current deviation ΔId approaches 0 according to the d-axis current deviation ΔId. Similarly, current FB control unit 114 determines q-axis voltage command value Vq_c by feedback control such as PI control so that q-axis current deviation ΔIq approaches 0 according to q-axis current deviation ΔIq.

  When the d-axis voltage command value Vd_c and the q-axis voltage command value Vq_c are determined, the d-axis voltage command value and the q-axis voltage command value respectively obtained by feedback control from the d-axis current deviation ΔId and the q-axis current deviation ΔIq. In addition, it is preferable to obtain the d-axis voltage command value Vd_c and the q-axis voltage command value Vq_c by adding a non-interference component for canceling the influence of the speed electromotive force that interferes between the d-axis and the q-axis. .

  The dq-3 phase conversion unit 116 performs dq-3 phase conversion using the d-axis voltage command value Vd_c and the q-axis voltage command value Vq_c from the current FB control unit 114 and the electrical angle θ from the resolver 48, Phase voltage command values Vu_c, Vv_c, and Vw_c for each of the U phase, V phase, and W phase are calculated and output to the PWM generator 118. The dq-3 phase conversion is performed by converting a set of the d-axis voltage command value Vd_c and the q-axis voltage command value Vq_c into a phase using a conversion matrix corresponding to the electrical angle θ (more specifically, the rotation angle of the output shaft in electrical angle). This is a process of converting into a set of voltage command values Vu_c, Vv_c, Vw_c.

  The PWM generator 118 energizes the winding 98 of each phase of the motor 12 via the inverter 26 by pulse width modulation (PWM) control according to these phase voltage command values Vu_c, Vv_c, Vw_c. The PWM generator 118 energizes the winding 98 of each phase by controlling on / off of the SW elements 86 and 92 of the inverter 26.

  FIG. 9 shows a functional block diagram of the PWM generator 118. As shown in FIG. 9, the PWM generator 118 includes a duty value calculator 132 (hereinafter referred to as “DUT calculator 132”), a carrier signal generator 134, comparators 136u, 136v, and 136w, and a three-phase logic forcing. A conversion unit 138, a three-phase logic determination unit 140, NOT circuits 142u, 142v, 142w, and a dead time generation unit 144 are included.

  The DUT calculation unit 132 is a three-phase voltage command value THu that defines the duty value DUT1 [%] of each upper arm SW element 86 according to the input voltage Vinv of the inverter 26 and the phase voltage command values Vu_c, Vv_c, Vw_c. , THv, THw are calculated and output to the comparators 136u, 136v, 136w. That is, the U-phase voltage command value THu is output to the comparator 136u, the V-phase voltage command value THv is output to the comparator 136v, and the W-phase voltage command value THw is output to the comparator 136w.

  The carrier signal generation unit 134 generates a carrier signal Sca and outputs it to each comparator 136u, 136v, 136w.

  The comparator 136u compares the voltage command value THu with the carrier signal Sca, outputs a logic 0 when the carrier signal Sca is less than the voltage command value THu, and outputs a logic 0 when the carrier signal Sca is greater than or equal to the voltage command value THu. 1 is output. The same applies to the comparators 136v and 136w.

  When the compulsory short circuit request Rs from the integrated ECU 18 is not received (when the signal line of the compulsory short circuit request Rs is logic 0), the three-phase logic forcible conversion unit 138 directly outputs the outputs from the comparators 136u, 136v, and 136w. The data is output to the determination unit 140. On the other hand, when the forced short circuit request Rs from the integrated ECU 18 is received (when the signal line of the forced short circuit request Rs is logic 1), all three phases are forcibly controlled regardless of the outputs from the comparators 136u, 136v, and 136w. The logic 0 is output to the three-phase logic determination unit 140. Alternatively, a logic 1 may be output for all three phases instead of a logic 0.

  The three-phase logic determination unit 140 determines whether all three phases are logic 0 or logic 1, and outputs a switching permission signal Sal to the logic generation unit 102 when all three phases are logic 0 or logic 1. . In addition, the three-phase logic determination unit 140 outputs the logic from the three-phase logic forcible conversion unit 138 to the NOT circuits 142u, 142v, 142w and the dead time generation unit 144 as they are.

  The NOT circuits 142u, 142v, and 142w calculate the duty value DUT2 [%] of each lower arm SW element 92. The NOT circuits 142u, 142v, and 142w invert the logic notified from the three-phase logic determination unit 140 to the dead time generation unit 144. Output. Note that the sum of the duty value DUT1 of the upper arm SW element 86 and the duty value DUT2 of the lower arm SW element 92 is 100%.

  The dead time generation unit 144 inserts the dead time dt into the three-phase logic signal notified from the three-phase logic determination unit 140, and outputs the drive signals UH, VH, and WH to each upper arm SW element 86. In addition, the dead time generation unit 144 inserts the dead time dt into the three-phase logic signals notified from the NOT circuits 142u, 142v, 142w, and outputs the drive signals UL, VL, WL to each lower arm SW element 92. .

  By the control system of the inverter 26 described above, the combined voltage of the d-axis voltage and the q-axis voltage is generated on the output shaft of the motor 12 so as not to exceed the target value (radius of the voltage circle) corresponding to the power supply voltage. D-axis voltage command value Vd_c and q-axis voltage so that the torque (output torque of motor 12) conforms to torque command value T_c (so that d-axis current deviation ΔId and q-axis current deviation ΔIq converge to 0) A set of command values Vq_c is determined. The energization currents of the windings 98 of each phase of the motor 12 are controlled according to the d-axis voltage command value Vd_c and the q-axis voltage command value Vq_c.

B. Various controls Short Circuit Control of Inverter 26 As described above, when each bidirectional SW 24 is turned on / off, the PWM generator 118 causes the inverter 26 to be in a three-phase short circuit state.

  Specifically, the PWM generator 118 turns on all the three-phase lower arm SW elements 92 (see FIG. 10) or turns on all the three-phase upper arm SW elements 86 (see FIG. 11). As a result, the inverter 26 enters a three-phase short circuit state, and power is not supplied to the inverter 26 from either the first battery 22a or the second battery 22b.

  The PWM generator 118 generates the three-phase short circuit state based on the phase voltage command values Vu_c, Vv_c, and Vw_c from the dq-3 phase converter 116. Alternatively, the PWM generator 118 forcibly generates the three-phase short circuit state based on the forced short circuit request Rs from the integrated ECU 18.

  When the short circuit state is generated based on the phase voltage command values Vu_c, Vv_c, and Vw_c from the dq-3 phase conversion unit 116, the following processing is performed.

  First, as a premise, in the first embodiment, the PWM generation unit 118 generates drive signals UH, UL, VH, VL, WH, and WL for each phase arm 82 for each switching period. Here, as described above, assuming that the duty value DUT in one entire switching period is 100%, the duty value DUT2 of the lower arm SW element 92 is obtained by subtracting the duty value DUT1 to the upper arm SW element 86 from 100%. Further, the duty values DUT1 and DUT2 of the upper arm SW element 86 and the lower arm SW element 92, which reflect the dead time dt, are actually output drive signals UH, UL, VH, VL, WH and WL.

  Further, the duty value DUT1 of the upper arm SW element 86 of each phase is set with the voltage command values THu, THv, THw in each phase, and the carrier signal Sca becomes equal to or higher than the voltage command values THu, THv, THw. Sometimes, the drive signals UH, VH, and WH are set to be output.

  For this reason, in the example shown in FIG. 12, since the carrier signal Sca is less than the voltage command values THu, THv, and THw before the time t1 and between the time t1 and the time t2, any upper arm SW element 86 is used. Also, the drive signals UH, VH, and WH are not output {the drive signals UH, VH, and WH are low (logic 0). }. Accordingly, the drive signals UL, VL, WL are output to all the lower arm SW elements 92 {the drive signals UL, VL, WL are high (logic 1). }. In this case, since all the lower arm SW elements 92 are turned on, a short circuit state as shown in FIG. 10 occurs.

  From time t2 to time t3, the carrier signal Sca is equal to or higher than the voltage command value THu, so the U-phase upper arm SW element 86u is turned on, but the V-phase and W-phase upper arm SW elements 86 are off. And a three-phase short-circuit state does not occur. Similarly, from time t3 to time t4, the carrier signal Sca becomes equal to or higher than the voltage command values THu and THv, so that the U-phase and V-phase upper arm SW elements 86u and 86v are turned on, but the W-phase upper arm The SW element 86w is off and a three-phase short-circuit state does not occur.

  From time t4 to time t5, the carrier signal Sca becomes equal to or higher than all the voltage command values THu, THv, THw, and the upper arm SW elements 86 of all the phases are turned on. Occurs.

  When forcibly generating a three-phase short-circuit state based on the forced short-circuit request Rs from the integrated ECU 18, the PWM generator 118 turns on all of the drive signals UH, VH, and WH, for example, as shown in FIG. (Specific processing will be described later).

2. On / Off Control of Bidirectional SW 24 Next, on / off control of each bidirectional SW 24 will be described.

  In the first embodiment, the integrated ECU 18 sets which battery 22 is used without comparing the first battery voltage Vbat1 of the first battery 22a and the second battery voltage Vbat2 of the second battery 22b.

  For example, the integrated ECU 18 switches between the modes shown in FIG. 14 as appropriate. That is, in the first embodiment, the integrated ECU 18 performs each of “when stopped”, “one power generation”, “one power supply charging”, “one power source use”, “high voltage battery power generation”, and “low voltage battery charging”. Select a mode to use.

  Switching between these modes does not switch on / off (high / low) in one switching cycle as in the case of generating the drive signals UH, UL, VH, VL, WH, WL for the inverter 26, and switching is required. This is done as appropriate. In other words, in one switching cycle, control (fixed control) for fixing the on / off of each SW element 60, 62 is used (the same applies to the second to fifth embodiments).

  The “when stopped” mode is a mode used when the electric vehicle 10 is stopped, and the switching elements 60 and 62 of each bidirectional SW 24 are turned off.

  The “one power generation” mode is a mode in which one of the first battery 22a and the second battery 22b is used for power generation. In the “one power generation” mode, for example, when one of the batteries 22 is known to be replaced soon after, when the motor 12 is in a power running state, when one of the batteries 22 malfunctions, This is used when there is a battery 22 to be used.

  The “single power supply charging” mode is a mode in which one of the first battery 22a and the second battery 22b is used for charging. In the “1-power charging” mode, for example, when one of the batteries 22 is known to be replaced soon after, when the motor 12 is in a regenerative state, when one of the batteries 22 malfunctions, This is used when there is a battery 22 to be used.

  In addition, the battery 22 used for power generation and the battery 22 used for charging can be switched by combining the “one power generation” mode and the “one power supply charging” mode.

  The “one power use” mode is a mode in which one of the first battery 22a and the second battery 22b is used for power generation and charging, and the other is not used for power generation and charging. “One power source use” mode is, for example, when it is known that one battery 22 will be replaced soon after, and the motor 12 is in a state where it is difficult to distinguish between a power running state and a regenerative state (ie, an intermediate state) This is used when there is a problem with one of the batteries 22 and there is a battery 22 that the user wants to use.

  The “high voltage battery power generation” mode is a mode in which each of the power generation SW elements 60a and 60b of the first battery 22a and the second battery 22b is turned on to generate power from the battery 22 having a relatively high voltage. That is, when the electric vehicle 10 is in the power running state, if both the power generation SW elements 60a and 60b are on, power is supplied to the motor 12 from at least one of the first battery 22a and the second battery 22b. Here, when there is a voltage difference between the first battery 22a and the second battery 22b, power is supplied from the battery 22 having a higher voltage to the motor 12, and power is not supplied from the battery 22 having a lower voltage. Therefore, even though both the power generation SW elements 60a and 60b are turned on, substantially only the battery 22 having a higher voltage is selected and supplied with power. In the “high voltage battery power generation” mode, for example, when the motor 12 is driven by a battery 22 having a high voltage, the battery 22 having a high voltage is a battery 22 having a high storage capacity (SOC), and therefore has priority from the battery 22 having a margin. Used when you want to output automatically.

  The “low voltage battery charging” mode is a mode in which the charging SW elements 62a and 62b of the first battery 22a and the second battery 22b are turned on to charge a battery having a relatively low voltage. That is, when the electric vehicle 10 is in the regenerative state, if both the charging SW elements 62a and 62b are on, electric power is supplied from the motor 12 to at least one of the first battery 22a and the second battery 22b. Here, when there is a voltage difference between the first battery 22a and the second battery 22b, the regenerative power Preg from the motor 12 is easily supplied to the battery 22 having a lower voltage, and the battery 22 having a higher voltage is supplied. Is hard to be supplied. Therefore, the battery 22 having a lower voltage is substantially preferentially charged although both the charging SW elements 62a and 62b are turned on. In the “low voltage battery charging” mode, for example, when it is desired to charge the battery 22 having a low voltage, the battery 22 having a low SOC is preferentially charged because the battery 22 having a low voltage is a battery 22 having a low SOC. Sometimes used.

  As can be seen from FIG. 14, in the first embodiment, when one of the first battery 22a and the second battery 22b is generating power, the SW elements 60 and 62 are controlled so that the other cannot be charged. Similarly, when one of the first battery 22a and the second battery 22b is charged, the SW elements 60 and 62 are controlled so that the other cannot generate power. In other words, in FIG. 14, ON is diagonally present in each mode (the power generation SW element 60 a is on and the charge SW element 62 b is on, or the power generation SW element 60 b is on and the charge SW element 62 a is on. There is no such thing. Thereby, it is possible to prevent a short circuit from occurring between the first battery 22a and the second battery 22b.

  In other words, in the first embodiment, the first battery is selected by selecting ON / OFF of each SW element 60a, 60b, 62a, 62b so that at least one of the following first control law and second control law is established. Generation | occurrence | production of the short circuit between 22a and the 2nd battery 22b is prevented.

  That is, the first control law is that when there are N bidirectional SWs 24 (N is an integer of 2 or more), N−1 bidirectional SWs 24 in which both the power generation SW element 60 and the charging SW element 62 are turned off. It exists. In other words, there are N-1 power systems in which both the power generation path and the charging path are off. In this case, only one of the power generation SW element 60 and the charging SW element 62 may be on for the bidirectional SW 24 of the remaining one power system, and both the power generation SW element 60 and the charging SW element 62 are It may be on.

  In the second control law, all (N) power generation SW elements 60 or charge SW elements 62 of the bidirectional SW 24 are turned off. In other words, the power generation paths or charging paths of all power systems are turned off. In this case, a part or all of the charging path or power generation path opposite to the power generation path or charging path that is all turned on can be turned on.

  By using the first control law and the second control law, a short circuit between the first battery 22a and the second battery 22b can be prevented.

3. Control at the time of switching the bidirectional SW 24 Next, control of the SW elements 60 and 62 when switching between the modes will be described. As described above, when each mode is switched, the inverter 26 generates a three-phase short-circuit state (FIG. 10) of each lower arm SW element 92 or a three-phase short-circuit state (FIG. 11) of each upper arm SW element 86. .

(1) Simple switching When switching between “when stopped” mode and other modes (for example, switching from “when stopped” to “1 power generation” or vice versa), the power ECU 50 causes each of the SW elements 60 and 62 to switch. Is simply switched to the state shown in FIG. Even by such switching, a short circuit does not occur between the first battery 22a and the second battery 22b. However, at the time of switching, the dead time generation unit 128 inserts the dead time dt.

  Similarly, when switching from “1 power generation (first battery)” to “1 power generation (second battery)”, and vice versa, “1 power supply (first battery)” to “1 power supply (1st battery)” "2 battery)" when switching to "high voltage battery power generation" from "1 power generation (first battery)" or "1 power generation (second battery)", or vice versa, In the case of switching from “1 power supply charging (first battery)” or “1 power supply charging (second battery)” to “low voltage battery charging”, the power ECU 50 turns on / off the SW elements 60 and 62 in the opposite case. The state is directly switched to the state shown in FIG. Even by such switching, a short circuit does not occur between the first battery 22a and the second battery 22b. However, at the time of switching, the dead time generation unit 128 inserts the dead time dt.

(2) Stepwise switching In the case of simple switching as described above, when a short circuit occurs between the first battery 22a and the second battery 22b, for example, the following control is used to prevent the short circuit. Can do.

(A) When the electric vehicle 10 is in the power running state, the “use one power source” mode is executed for one battery 22, and in the regeneration mode, the “use one power source” mode is executed for the other battery 22. When the “1 power use (first battery)” mode is executed to generate power from the first battery 22a, and in the regenerative state, the “1 power use (second battery)” mode is executed to charge the second battery 22b, The SW elements 60 and 62 are switched as follows.

  As shown in FIG. 15, the case where the input current Iinv of the inverter 26 is switched from positive to negative, that is, the case where the electric vehicle 10 is switched from the power running state to the regenerative state will be described. First, when the input current Iinv of the inverter 26 exceeds the current threshold THi1 (for convenience, this state is referred to as “power generation state”), both the power generation SW element 60a and the charge SW element 62a of the first bidirectional SW 24a are turned on. To. On the other hand, both the power generation SW element 60b and the charge SW element 62b of the second bidirectional SW 24b are turned off.

  When the input current Iinv of the inverter 26 becomes equal to or less than the current threshold value THi1 at time t11, both the power generation SW element 60a and the charging SW element 62a of the first bidirectional SW 24a are turned off. Thereafter, both the power generation SW element 60b and the charge SW element 62b of the second bidirectional SW 24b are turned on. When the input current Iinv of the inverter 26 is not less than the current threshold THi2 and not more than the current threshold THi1 (for convenience, this state is referred to as “power generation / charge switching state”), this on / off control is continued.

  When the input current Iinv of the inverter 26 becomes less than the threshold value THi2 at time t12 (for convenience, this state is referred to as “charging state”), the power generation SW element 60a and the charging SW element 62a of the first bidirectional SW 24a Both remain off. On the other hand, in the second bidirectional SW 24b, both the power generation SW element 60b and the charge SW element 62b are kept on.

  Next, as shown in FIG. 16, a case where the input current Iinv of the inverter 26 switches from negative to positive, that is, a case where the electric vehicle 10 switches from the regenerative state to the power running state will be described. First, when the input current Iinv of the inverter 26 is less than the current threshold THi2, both the power generation SW element 60a and the charge SW element 62a of the first bidirectional SW 24a are turned off. On the other hand, both the power generation SW element 60b and the charge SW element 62b of the second bidirectional SW 24b are turned on.

  At time t21, when the input current Iinv of the inverter 26 becomes equal to or greater than the current threshold THi2, both the power generation SW element 60b and the charge SW element 62b of the second bidirectional SW 24b are turned off. Thereafter, both the power generation SW element 60a and the charge SW element 62b of the first bidirectional SW 24a are turned on. When the input current Iinv of the inverter 26 is not less than the current threshold THi2 and not more than the current threshold THi1, this on / off control is continued.

  When the input current Iinv of the inverter 26 becomes equal to or greater than the current threshold value THi1 at time t22, both the power generation SW element 60a and the charge SW element 62a of the first bidirectional SW 24a are kept on. On the other hand, in the second bidirectional SW 24b, both the power generation SW element 60b and the charge SW element 62b are kept off.

  In the above description, on / off of the first bidirectional SW 24a and the second bidirectional SW 24b is controlled based on the input current Iinv of the inverter 26. However, the control is based on the input voltage Vinv of the inverter 26 or the power consumption (regenerative power) of the motor 12. It is also possible to do. Alternatively, when the switching time between power generation and charging can be determined, the SW elements 60 and 62 can be switched on and off at a predetermined time before and after the switching time. As a case where the switching time between power generation and charging can be determined, for example, a predicted time until actual power crosses zero may be used.

(B) When using a combination of “high voltage battery power generation” mode and “low voltage battery charging” mode When using a combination of “high voltage battery power generation” mode and “low voltage battery charging” mode, The SW elements 60 and 62 are switched. In the following, it is assumed that the second battery voltage Vbat2 is higher than the first battery voltage Vbat1.

  As shown in FIG. 15, the case where the input current Iinv of the inverter 26 is switched from positive to negative, that is, the case where the electric vehicle 10 is switched from the power running state to the regenerative state will be described. First, when the input current Iinv of the inverter 26 exceeds the current threshold THi1, the power generation SW elements 60a and 60b are turned on, and the charge SW elements 62a and 62b are turned off. In this case, power from the second battery 22b having a higher voltage is supplied to the inverter 26, and power is not supplied from the first battery 22a having a lower voltage. Moreover, since each charge SW element 62a and 62b is OFF, a short circuit does not generate | occur | produce between the 1st battery 22a and the 2nd battery 22b, but the electric power from the 2nd battery 22b is supplied to the 1st battery 22a. There is nothing.

  When the input current Iinv of the inverter 26 becomes equal to or smaller than the current threshold value THi1 at time t11, the power generation SW element 60a of the first bidirectional SW 24a is turned off. Thereafter, the charging SW element 62b of the second bidirectional SW 24b is turned on. As a result, the power generation SW element 60a and the charge SW element 62a of the first bidirectional SW 24a are turned off, and the power generation SW element 60b and the charge SW element 62b of the second bidirectional SW 24b are turned on. When the input current Iinv of the inverter 26 is not less than the current threshold THi2 and not more than the current threshold THi1, this on / off state is continued.

  When the input current Iinv of the inverter 26 becomes less than the current threshold THi2 at time t12, the power generation SW element 60b of the second bidirectional SW 24b is turned off. Thereafter, the charging SW element 62a of the first bidirectional SW 24a is turned on. As a result, the power generation SW elements 60a and 60b are turned off, and the charge SW elements 62a and 62b are turned on. In this case, the regenerative power Preg from the motor 12 is preferentially charged to the first battery 22a having a lower voltage. Moreover, since each power generation SW element 60a, 60b is off, a short circuit does not occur between the first battery 22a and the second battery 22b, and power from the second battery 22b is supplied to the first battery 22a. There is nothing.

  Next, as shown in FIG. 16, a case where the input current Iinv of the inverter 26 switches from negative to positive, that is, a case where the electric vehicle 10 switches from the regenerative state to the power running state will be described. First, when the input current Iinv of the inverter 26 is less than the current threshold THi2, the power generation SW elements 60a and 60b are turned off and the charge SW elements 62a and 62b are turned on. In this case, the regenerative power Preg from the motor 12 is preferentially charged to the first battery 22a having a lower voltage. Moreover, since each power generation SW element 60a, 60b is off, a short circuit does not occur between the first battery 22a and the second battery 22b, and power from the second battery 22b is supplied to the first battery 22a. There is nothing.

  When the input current Iinv of the inverter 26 becomes equal to or greater than the current threshold THi2 at time t21, the charging SW element 62a of the first bidirectional SW 24a is turned off. Thereafter, the power generation SW element 60b of the second bidirectional SW 24b is turned on. As a result, the power generation SW element 60a and the charge SW element 62a of the first bidirectional SW 24a are turned off, and the power generation SW element 60b and the charge SW element 62b of the second bidirectional SW 24b are turned on. When the input current Iinv of the inverter 26 is not less than the current threshold THi2 and not more than the current threshold THi1, this on / off control is continued.

  When the input current Iinv of the inverter 26 becomes equal to or greater than the current threshold THi1 at time t22, the charging SW element 62b of the second bidirectional SW 24b is turned off. Thereafter, the power generation SW element 60a of the first bidirectional SW 24a is turned on. As a result, the power generation SW elements 60a and 60b are turned on, and the charge SW elements 62a and 62b are turned off. In this case, power from the second battery 22b having a higher voltage is supplied to the inverter 26, and power is not supplied from the first battery 22a having a lower voltage. Moreover, since each charge SW element 62a and 62b is OFF, a short circuit does not generate | occur | produce between the 1st battery 22a and the 2nd battery 22b, but the electric power from the 2nd battery 22b is supplied to the 1st battery 22a. There is nothing.

  In the above description, on / off of the first bidirectional SW 24a and the second bidirectional SW 24b is controlled based on the input current Iinv of the inverter 26. However, the control is based on the input voltage Vinv of the inverter 26 or the power consumption (regenerative power) of the motor 12. It is also possible to do. Alternatively, when the switching time between power generation and charging can be determined, the SW elements 60 and 62 can be switched on and off at a predetermined time before and after the switching time. As a case where the switching time between power generation and charging can be determined, for example, a predicted time until actual power crosses zero may be used.

C. Example of Output Waveform FIG. 17 shows the forced short-circuit request Rs in the electric vehicle 10 of the first embodiment, the drive signals Sh1, Sh2, Sl1, Sl2, and the first battery voltage Vbat1 to the SW elements 60a, 60b, 62a, 62b. , Second battery voltage Vbat2, output voltage Vinv of inverter 26, first battery current Ibat1, second battery current Ibat2, output current Iinv of inverter 26, U-phase current Iu, V-phase current Iv, and W-phase current Iw An example is shown. FIG. 18 shows an enlarged output waveform around the time point t31 in FIG.

  As shown in FIGS. 17 and 18, before the time t31, since the drive signals Sh1 and Sl1 are high (logic 1) and the drive signals Sh2 and Sl2 are low (logic 0), the SW elements 60a and 62a are On, SW elements 60b and 62b are off. Therefore, the input voltage Vinv of the inverter 26 is equal to the first battery voltage Vbat1 of the first battery 22a, and the input current Iinv of the inverter 26 is substantially equal to the first battery current Ibat1 of the first battery 22a.

  When the forced short-circuit request Rs is made at time t31 (when the logic becomes 1), for example, the drive signals UH, VH, and WH are all set to high (logic 1), and the inverter 26 forcibly generates a three-phase short-circuit state. The input voltage Vinv of the inverter 26 is once made zero. Here, the drive signals Sh1 and Sl1 are switched to low (logic 0), the drive signals Sh2 and Sl2 are switched to high (logic 1), the SW elements 60a and 62a are turned off, and the SW elements 60b and 62b are turned on. When the three-phase short circuit is completed, the input voltage Vinv of the inverter 26 is equal to the second battery voltage Vbat2 of the second battery 22b, and the input current Iinv of the inverter 26 is equal to the second battery current Ibat2 of the second battery 22b. Become.

D. Advantages of the First Embodiment As described above, according to the first embodiment, the second control law (second cutoff control) when the first battery voltage Vbat1 and the second battery voltage Vbat2 are not used is not used. When only one control law is used, i.e., when only the first cutoff control for cutting off the power generation path and the charging path of one power system is performed, bidirectional so that the number of power systems for performing the first cutoff control is N-1. The energization or interruption of the SW 24 is controlled (see FIG. 14). For this reason, when only 1st interruption | blocking control is performed, it is only 1 electric power system that energizes bidirectional SW24. Therefore, it is possible to prevent the occurrence of a short circuit state in which current flows from one battery 22 to the other battery 22 through the parallel circuit.

  When only the second control law is used, all the charging SW elements 62 are turned off during power generation (the charging path is cut off), and all the power generation SW elements 60 are turned off during charging (the power generation path is cut off). The Rukoto. For this reason, even when only the second control law is used, it is possible to prevent the occurrence of a short circuit between the batteries 22.

  Therefore, it is possible to prevent the occurrence of a short circuit between the batteries 22 when using either the first control law or the second control law. For this reason, it becomes possible to prevent the generation of an excessive current (particularly, at the time of switching of the batteries 22) due to the voltage difference between the batteries 22, and to prevent power loss due to equalization between the batteries 22. be able to. In addition, when at least one of the first control law and the second control law is used, it is possible to reliably avoid the occurrence of a short-circuit state without a process using the voltage level between the batteries 22.

  From the above, it is possible to expand the choices of usage methods of the battery 22 with the effects as described above.

  In the first embodiment, the bidirectional SW 24 is used as a semiconductor switch capable of interrupting bidirectional energization separately. Thereby, bidirectional energization and interruption can be controlled separately.

  In the first embodiment, when switching on / off of each SW element 60, 62, for example, when switching between one power generation path and the other charging path of the first battery 22a and the second battery 22b, each SW element 60, 62 is switched. The dead time dt is sandwiched between the drive signals Sh1, Sl1, Sh2, and Sl2. Thereby, the short circuit between the 1st battery 22a and the 2nd battery 22b can be prevented more reliably.

  In the first embodiment, when the mode is switched from the “one power use (first battery)” mode to the “one power use (second battery)” mode, or vice versa, the power ECU 50 is connected to one battery 22 in both directions. The SW elements 60 and 62 are controlled so as to shift from the energized state to the bidirectional energized state of the other battery 22. Thereby, power generation and charging can be performed while switching the battery 22.

  In the first embodiment, switching from the “one power use (first battery)” mode to the “one power use (second battery)” mode or vice versa is an intermediate between the power running state and the regenerative state of the electric vehicle 10. This is performed in a “power generation / charge switching state” (see FIGS. 15 and 16) as a state. Thereby, it becomes possible to distinguish and use the battery 22 for electric power generation and the battery 22 for charge.

  In the first embodiment, in the “high voltage battery power generation” mode, when the electric vehicle 10 is in the power running state, the power ECU 50 turns on the power generation SW elements 60a and 60b simultaneously (see FIG. 14). Accordingly, since power is supplied from the battery 22 having a higher voltage without comparing the first battery voltage Vbat1 and the second battery voltage Vbat2, it is possible to efficiently supply power with a high load. Further, power generation from the battery 22 having a low voltage, that is, a low SOC can be prevented.

  In the first embodiment, in the “low voltage battery charging” mode, when the electric vehicle 10 is in the regenerative state, the electric power ECU 50 turns on the charging SW elements 62a and 62b at the same time (see FIG. 14). Thereby, it is possible to automatically and positively charge the battery 22 having a low voltage without comparing the first battery voltage Vbat1 and the second battery voltage Vbat2. That is, since the battery 22 with low SOC is positively charged, the overdischarge of the battery 22 can be prevented.

  In the first embodiment, the “high voltage battery power generation” mode can be used in the power running state of the electric vehicle 10, and the “low voltage battery charging” mode can be used in the regenerative state. Thereby, appropriate control according to a state is attained.

  In the first embodiment, when the “high voltage battery power generation” mode and the “low voltage battery charge” mode are used in combination, the electric vehicle 10 has an intermediate state between the power running state (power generation state) and the regenerative state (charge state). "Power generation / charge switching state" is determined, and when the power generation / charge switching state is established, the SW element 60b, 62b is turned on to enable bidirectional energization of the second battery 22b, and the SW element 60a, 62a is turned off. By doing so, the first battery 22a can be blocked in both directions. Thereby, when in the power generation / charge switching state, charging / discharging by a single battery 22 is performed. For this reason, even in the power generation / charge switching state, the electric power ECU 50 and the battery 22 can operate stably, and a short circuit between the first battery 22a and the second battery 22b can be reliably prevented.

  In the first embodiment, the electric power ECU 50 switches the SW elements 60 and 62 on and off while the inverter 26 is in a three-phase short-circuit state. Thereby, the short circuit between the 1st battery 22a and the 2nd battery 22b can be prevented more reliably.

  According to the first embodiment, the switching elements 60 and 62 are switched on and off, that is, the battery 22 is switched while the three-phase short-circuit state occurs in the inverter 26. For this reason, voltage fluctuations accompanying switching of the battery 22 are not transmitted to the motor 12. Therefore, unintended torque fluctuations of the motor 12 can be prevented.

  In the first embodiment, the power ECU 50 controls on / off of the upper arm SW element 86 and the lower arm SW element 92 of each phase based on the comparison result between the voltage command values THu, THv, THw and the carrier signal Sca for each of the three phases. Detects when carrier signal Sca is higher than voltage command values THu, THv, THw for all three phases, or when carrier signal Sca is lower than voltage command values THu, THv, THw for all three phases And it detects that it is a three-phase short circuit state (refer FIG. 12).

  As a result, during normal control of the inverter 26, it is determined that all three phases of the upper arm SW element 86 or the lower arm SW element 92 are turned on as a three-phase short-circuited state. The elements 60 and 62 can be switched. Therefore, during the normal control of the inverter 26, the SW elements 60 and 62 can be switched while preventing unintended torque fluctuations of the motor 12.

  In the first embodiment, when receiving a forced short-circuit request Rs for switching the battery 22, the power ECU 50 outputs drive signals UH, VH, and WH to the upper arm SW elements 86 of all three phases or the lower arm SW element 92. Drive signals UL, VL, WL are output to force a three-phase short circuit state. Thus, when the battery 22 needs to be switched, the switching can be performed at an appropriate timing.

II. Second Embodiment A. Description of configuration (difference from the first embodiment)
FIG. 19 is a schematic configuration diagram of an electric vehicle 10A according to the second embodiment of the present invention. The electric vehicle 10A has the same configuration as the electric vehicle 10 of the first embodiment, but the detection values (first battery voltage Vbat1 and second battery voltage Vbat2) of the voltage sensors 28 and 30 can be input to the integrated ECU 18. It differs from the first embodiment in the essential points and the selection of the battery 22 by the integrated ECU 18.

  In the following, the same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

B. On / Off Control of Bidirectional SW 24 Next, on / off control of each bidirectional SW 24 will be described.

  In the second embodiment, the integrated ECU 18 compares the first battery voltage Vbat1 of the first battery 22a with the second battery voltage Vbat2 of the second battery 22b, and sets which battery 22 is used.

  For example, the integrated ECU 18 switches between the modes shown in FIG. 20 as appropriate. That is, in the second embodiment, as in the first embodiment, the integrated ECU 18 “when stopped”, “one power generation”, “one power supply”, “one power use”, “high voltage battery power generation”, and “ Each mode of “low voltage battery charging” can be selected. In addition to this, the integrated ECU 18 selects and uses each mode of “one power generation and one power supply charging”, “high voltage battery power generation and one power supply charging”, and “one power supply power generation and one low voltage battery charging”.

  However, unlike the first embodiment, each mode of “one power generation”, “one power supply charging” and “one power use” used in the second embodiment can be set according to the level of voltage.

  Specifically, the “one power generation” mode is a mode in which one of the first battery 22a and the second battery 22b is used for power generation, as in the first embodiment. A mode using a battery having a high voltage (first battery 22a in FIG. 20) and a mode using a battery having a relatively low voltage (second battery 22b in FIG. 20) can be selected.

  As in the first embodiment, the “single power supply charging” mode is a mode in which one of the first battery 22a and the second battery 22b is used for charging. In the second embodiment, a battery (with a relatively high voltage ( In FIG. 20, a mode using the first battery 22a) and a mode using a battery having a relatively low voltage (second battery 22b in FIG. 20) can be selected.

  As in the first embodiment, the “one power use” mode is a mode in which one of the first battery 22a and the second battery 22b is used for power generation and charging, and the other is not used for power generation and charging. However, in the second embodiment, a mode using a battery having a relatively high voltage (first battery 22a in FIG. 20) and a mode using a battery having a relatively low voltage (second battery 22b in FIG. 20). Can be selected.

  Note that, in any of the “1 power generation”, “1 power supply charging”, and “1 power supply stop” modes, the voltage level is determined by the first battery voltage Vbat1 from the voltage sensor 28 and the second voltage from the voltage sensor 30. The integrated ECU 18 determines using the battery voltage Vbat2. The same applies to other modes that require voltage determination.

  The “1 power generation”, “1 power supply charging”, and “1 power supply stop” modes (selectable without battery voltage determination) used in the first embodiment can also be used together.

  Next, the “one power generation and one power supply charging”, “high voltage battery power generation and one power supply charging” and “one power generation and one low voltage battery charging” modes added in the second embodiment will be described.

  The “one power generation and one power supply charging” mode is a mode in which the “one power generation” mode is performed for the lower voltage of the first battery 22a and the second battery 22b, and the “one power supply charging” mode is performed for the higher voltage. It is. The “one power generation and one power supply charging” mode is a state in which, for example, it is known that one battery 22 is to be replaced immediately, and it is not possible to determine whether the motor 12 is powering or regenerating. It can be used when it is desired to output from the battery 22. The method described in the first embodiment can be used for switching between the “one power generation” mode and the “one power supply charging” mode.

  The “high voltage battery power generation and one power supply charging” mode performs the “high voltage battery power generation” mode when the electric vehicle 10 is in the power running state, and the first battery 22a and the second battery 22b when the electric vehicle 10 is in the regeneration state. In this mode, the “one power supply charging” mode is performed for the higher voltage. The “high voltage battery power generation and single power charging” mode is a state in which, for example, it is known that one of the batteries 22 will be replaced immediately, and it is not possible to determine whether the motor 12 is powering or regenerating. It can be used when outputting from the scheduled battery 22. The method described in the first embodiment can be used for switching between the “high voltage battery power generation” mode and the “single power supply charging” mode.

  In the “one power generation and low voltage battery charging” mode, when the electric vehicle 10 is in a power running state, the “one power generation” mode is performed for the one of the first battery 22a and the second battery 22b having the lower voltage, and the electric vehicle 10 This is a mode for performing the “low voltage battery charging” mode when is in a regenerative state. The “one power generation and low voltage battery charging” mode is a state in which, for example, it is known that one of the batteries 22 will be replaced immediately, and it is not possible to determine whether the motor 12 is powering or regenerating. It can be used when it is desired to charge the battery 22 that does not. The method described in the first embodiment can be used for switching between the “one power generation” mode and the “low voltage battery charging” mode.

  As described above, in the first embodiment, when one of the batteries 22 is generating power, the SW elements 60 and 62 are controlled so that the other cannot be charged. When one of the batteries 22 is charged, the other is generating power. The SW elements 60 and 62 are controlled so that they cannot be performed. In other words, in FIG. 14, ON is diagonally present in each mode (the power generation SW element 60 a is on and the charge SW element 62 b is on, or the power generation SW element 60 b is on and the charge SW element 62 a is on. There is no such thing. Thereby, it is possible to prevent a short circuit from occurring between the first battery 22a and the second battery 22b.

  On the other hand, the “one power generation and one power supply charging”, “high voltage battery power generation and one power supply charging” and “one power generation and low voltage battery charging” modes added in the second embodiment are the above-described rules (ie, This is contrary to the first control law and the second control law in the first embodiment.

  However, in 2nd Embodiment, generation | occurrence | production of a short circuit is prevented using the following 1st control law and 2nd control law using 1st battery voltage Vbat1 and 2nd battery voltage Vbat2.

  That is, the first control law of the second embodiment is that the battery 22 having the highest battery voltage Vbat among the batteries 22 whose corresponding power generation SW elements 60 are turned on (hereinafter referred to as “the highest voltage battery”) is lower. The charging SW element 62 corresponding to the voltage battery 22 is turned off. In other words, the charging path having a lower voltage than the power generation path having the highest voltage (hereinafter referred to as “the highest voltage power generation path”) among the power generation paths to be energized is cut off. In this case, for the battery 22 having a voltage equal to or higher than the maximum voltage battery, the corresponding charging SW element 62 may be turned on or off. In other words, the charging path with a voltage higher than the maximum voltage power generation path may be turned on or off.

  For example, in the “one power generation and one power supply charging” mode of FIG. 20, since the first battery voltage Vbat1 is higher than the second battery voltage Vbat2, the charging SW element 62b corresponding to the second battery 22b is turned off. The Thereby, the electric power from the 1st battery 22a is no longer supplied to the 2nd battery 22b, and the short circuit between both the batteries 22 can be prevented.

  According to the second control law of the second embodiment, the battery 22 having a higher voltage than the battery 22 with the lowest voltage (hereinafter referred to as “lowest voltage battery”) among the batteries 22 in which the corresponding charging SW elements 62 are turned on. The corresponding power generation SW element 60 is turned off. In other words, the power generation path having a higher voltage than the charging path having the lowest voltage (hereinafter referred to as “the lowest voltage charging path”) among the charging paths to be energized is cut off. In this case, for the battery 22 having a voltage equal to or lower than the lowest voltage battery, the corresponding power generation SW element 60 may be turned on or off. In other words, the power generation path having a voltage lower than the minimum voltage charging path may be turned on or off.

  For example, in the “one power generation and one power supply charging” mode of FIG. 20, the first battery voltage Vbat1 is higher than the second battery voltage Vbat2, and thus the power generation SW element 60a corresponding to the first battery 22a is turned off. The Thereby, the electric power from the 1st battery 22a is no longer supplied to the 2nd battery 22b, and the short circuit between both the batteries 22 can be prevented.

  By using the first control law and the second control law of the second embodiment as described above, a short circuit between the first battery 22a and the second battery 22b can be prevented.

C. Effects of Second Embodiment As described above, according to the second embodiment, the following effects can be achieved in addition to the effects of the first embodiment.

  That is, according to the second embodiment, the SW elements 60 and 62 are controlled based on the first control law and the second control law when the first battery voltage Vbat1 and the second battery voltage Vbat2 are used. In the first control law (first cutoff state), the charging SW element 62 corresponding to the battery 22 having a lower voltage than the highest voltage battery having the highest voltage among the batteries 22 in which the corresponding power generation SW element 60 is turned on is turned off. Become. In other words, the charging path having a voltage lower than the highest voltage power generation path having the highest voltage among the power generation paths energized is cut off. For this reason, a short circuit state in which current flows from the highest voltage battery (highest voltage power generation path) to any one of the batteries 22 (charge path) through the parallel circuit does not occur.

  Further, in the second control law (second cutoff state), the power generation SW element 60 corresponding to the battery 22 having a voltage higher than the lowest voltage battery having the lowest voltage among the batteries 22 in which the corresponding charge SW elements 62 are turned on. Turn off. In other words, the power generation path having a higher voltage than the lowest voltage charging path having the lowest voltage among the energized charging paths is cut off. For this reason, a short circuit state in which current flows from the lowest voltage battery (lowest voltage charging path) to any one of the batteries 22 (power generation path) through the parallel circuit does not occur.

  Therefore, it is possible to prevent the occurrence of a short circuit between the batteries 22 regardless of whether the first control law or the second control law is used. For this reason, it becomes possible to prevent the occurrence of an excessive current (particularly at the time of switching of the batteries 22) due to the voltage difference between the batteries 22, and to prevent power loss due to equalization of the batteries 22. be able to.

  From the above, it is possible to expand the choices of usage methods of the battery 22 with the effects as described above.

  In the second embodiment, the voltage sensors 28 and 30 of the first battery 22a and the second battery 22b are provided, the magnitude of the voltage between the batteries 22 is grasped based on the voltage sensors 28 and 30, and control is performed based on the grasped voltage. Do. Thereby, the short circuit between the batteries 22 can be reliably prevented by performing the control based on the grasped voltage.

III. Third Embodiment A. Description of configuration (difference from the above embodiments)
FIG. 21 is a schematic configuration diagram of an electric vehicle 10B according to the third embodiment of the present invention. FIG. 22 is a diagram illustrating a part of the circuit configuration of the electric vehicle 10B. The electric vehicle 10B includes a traveling motor 12, a transmission 14, a wheel 16, an integrated ECU 18, and an electric power system 20b, as in the above embodiments.

  In the following, the same components as those in the above embodiments are denoted by the same reference numerals, and the description thereof is omitted.

  The power system 20b supplies power to the motor 12 and is supplied with regenerative power Preg from the motor 12. The power system 20b includes a fuel cell 152 (hereinafter referred to as “FC152”), a battery 154, a DC / DC converter 156, a first bidirectional SW 24a, a second bidirectional SW 24b, an inverter 26, and a voltage sensor 32. 158, 160, current sensors 42, 44, 46, 162, 164, a resolver 48, and a power electronic control device 50b (hereinafter referred to as “power ECU 50b”). Since the electric power system 20b includes the FC 152, the electric vehicle 10B is a fuel cell vehicle.

  The FC 152 has, for example, a stack structure in which cells formed by sandwiching a solid polymer electrolyte membrane between an anode electrode and a cathode electrode from both sides are stacked. A reaction gas supply unit (not shown) is connected to the FC 152 through a pipe. The reactive gas supply unit includes a hydrogen tank that stores hydrogen (fuel gas) that is one reactive gas, and a compressor that compresses air (oxidant gas) that is the other reactive gas. A power generation current generated by an electrochemical reaction of hydrogen and air supplied from the reaction gas supply unit to the FC 152 in the FC 152 is supplied to the motor 12 and the battery 154.

  The battery 154 is the same as the first battery 22a or the second battery 22b of the first embodiment.

  The DC / DC converter 156 is a chopper type voltage converter in which one side (primary side) is connected to the battery 154 and the other side (primary side) is connected to a connection point 52 between the FC 152 and the inverter 26. . The DC / DC converter 156 converts a voltage on the primary side (hereinafter referred to as “primary voltage V1”) into a voltage on the secondary side (hereinafter referred to as “secondary voltage V2”) (step-up conversion), and This is a step-up / step-down voltage converter that converts the secondary voltage V2 into a primary voltage V1 (step-down conversion) (V1 ≦ V2).

  By controlling the secondary voltage V2 with the DC / DC converter 156, the output of the FC 152 can be controlled. As the control, for example, the one described in Japanese Patent Application Laid-Open No. 2009-232631 can be used.

  The voltage sensor 158 detects the output voltage of the FC 152 (hereinafter referred to as “FC voltage Vfc”) [V]. Voltage sensor 160 detects an output voltage (hereinafter referred to as “battery voltage Vbat”) [V] of battery 154.

  The current sensor 162 detects the output current of the FC 152 (hereinafter referred to as “FC current Ifc”) [A]. The current sensor 164 detects the secondary side output current of the DC / DC converter 156 (hereinafter referred to as “converter output current Icon”) [A].

B. Various controls On / Off Control of Bidirectional SW 24 Next, on / off control of each bidirectional SW 24 will be described.

  In the third embodiment, the FC 152 only generates power and cannot be charged. Based on this point, the integrated ECU 18 controls each bidirectional SW 24 as follows.

  For example, the integrated ECU 18 switches the mode shown in FIG. 23 as appropriate. That is, in the third embodiment, as in the first embodiment, the integrated ECU 18 selects and uses each mode of “when stopped”, “one power generation”, “one power supply charging”, and “one power use”. Among these, in the “one power generation (FC)” mode, the power generation switching element 60 b corresponding to the battery 154 is also turned on. This is because the battery voltage Vbat is boosted by the DC / DC converter 156 and output from the FC 152. It is for adjusting. Further, the “single power supply charging” mode targets only the battery 154. Further, since “one power generation” and “one power use” are substantially the same for FC 152, “one power use (FC)” is not displayed in FIG. 23. Furthermore, in the “one power generation and one power supply charging” mode, power is generated by the FC 152 and the battery 154 is charged.

  In the third embodiment, as in the first embodiment, the FC voltage Vfc and the battery voltage Vbat are not compared.

2. Control at the time of switching the bidirectional SW 24 Next, control of the SW elements 60 and 62 when switching between the modes will be described. As described above, when each mode is switched, the inverter 26 generates a three-phase short circuit state of each upper arm SW element 86 or a three-phase short circuit state of each lower arm SW element 92. Further, the charging SW element 62a of the first bidirectional SW 24a always remains off. For this reason, you may provide only the electric power generation SW element 60a instead of the 1st bidirectional SW24a.

(1) Simple switching When switching between “when stopped” mode and other modes (for example, switching from “when stopped” to “1 power generation” or vice versa), the power ECU 50 causes each of the SW elements 60 and 62 to switch. Is simply switched to the state shown in FIG. Even by such switching, a short circuit does not occur between the FC 152 and the battery 154. However, at the time of switching, the dead time dt is inserted by the dead time generation unit 128 (FIG. 8).

  Similarly, when switching from “one power generation (FC)” to “one power generation (battery)”, in the opposite case, the power ECU 50 keeps the SW elements 60 and 62 on and off in the state shown in FIG. Switch. Even by such switching, a short circuit does not occur between the FC 152 and the battery 154. However, at the time of switching, the dead time generation unit 128 inserts the dead time dt.

(2) Stepwise switching In the simple switching as described above, when a short circuit occurs between the FC 152 and the battery 154, for example, in the power running state of the electric vehicle 10, the “one power generation (FC)” mode is executed. When the power is generated from the FC 152 and the battery 154 is charged by executing the “use one power source (battery)” mode in the regenerative state, a short circuit can be prevented by using the following control.

  As shown in FIG. 15, the case where the input current Iinv of the inverter 26 is switched from positive to negative, that is, the case where the electric vehicle 10 is switched from the power running state to the regenerative state will be described. First, when the input current Iinv of the inverter 26 exceeds the current threshold THi1, the power generation SW element 60a is turned on and the charge SW element 62a is turned off in the first bidirectional SW 24a. Further, the power generation SW element 60b of the second bidirectional SW 24b is turned on, and the charge SW element 62b is turned off.

  When the input current Iinv of the inverter 26 becomes equal to or smaller than the current threshold value THi1 at time t11, the power generation SW element 60a of the first bidirectional SW 24a is turned off. Thereafter, both the power generation SW element 60b and the charge SW element 62b of the second bidirectional SW 24b are turned on. This can prevent a short-circuit state in which power from the FC 152 is supplied to the battery 154 via the charging SW element 62b (however, such a short-circuit state can be intentionally generated to charge the battery 154). It is possible.) When the input current Iinv of the inverter 26 is not less than the current threshold THi2 and not more than the current threshold THi1, this on / off control is continued.

  When the input current Iinv of the inverter 26 becomes less than the current threshold value THi2 at time t12, both the power generation SW element 60a and the charge SW element 62a of the first bidirectional SW 24a are held off. On the other hand, in the second bidirectional SW 24b, both the power generation SW element 60b and the charge SW element 62b are kept on.

  Next, as shown in FIG. 16, a case where the input current Iinv of the inverter 26 switches from negative to positive, that is, a case where the electric vehicle 10 switches from the regenerative state to the power running state will be described. First, when the input current Iinv of the inverter 26 is less than the current threshold THi2, both the power generation SW element 60a and the charge SW element 62a of the first bidirectional SW 24a are turned off. On the other hand, both the power generation SW element 60b and the charge SW element 62b of the second bidirectional SW 24b are turned on.

  Even when the input current Iinv of the inverter 26 is greater than or equal to the current threshold THi2 and less than the current threshold THi1 after the input current Iinv of the inverter 26 becomes greater than or equal to the current threshold THi2 at time t21, the power generation SW element of the first bidirectional SW 24a Both 60a and charge SW element 62a are kept off. On the other hand, both the power generation SW element 60b and the charge SW element 62b of the second bidirectional SW 24b are kept on.

  At time t22, when the input current Iinv of the inverter 26 becomes equal to or greater than the current threshold THi1, both the power generation SW element 60b and the charge SW element 62b of the second bidirectional SW 24b are turned off. Thereafter, the power generation SW element 60a of the first bidirectional SW 24a is turned on.

  In the above description, on / off of the first bidirectional SW 24a and the second bidirectional SW 24b is controlled based on the input current Iinv of the inverter 26. However, the control is based on the input voltage Vinv of the inverter 26 or the power consumption (regenerative power) of the motor 12. It is also possible to do. Alternatively, when the switching time between power generation and charging can be determined, the SW elements 60 and 62 can be switched on and off at a predetermined time before and after the switching time. As a case where the switching time between power generation and charging can be determined, for example, a predicted time until actual power crosses zero may be used.

C. Effects of Third Embodiment As described above, according to the third embodiment, in addition to the effects of the above-described embodiments, the SW elements 60 and 62 can be appropriately controlled also in the power system 20b having the FC 152. It becomes possible.

IV. Fourth Embodiment A. Description of configuration (difference from the above embodiments)
FIG. 24 is a schematic configuration diagram of an electric vehicle 10C according to the fourth embodiment of the present invention. FIG. 25 is a diagram illustrating a part of the circuit configuration of the electric vehicle 10C. As in the above embodiments, the electric vehicle 10C includes a traveling motor 12, a transmission 14, a wheel 16, an integrated ECU 18, and an electric power system 20c.

  In the following, the same components as those in the above embodiments are denoted by the same reference numerals, and the description thereof is omitted.

  The power system 20 c supplies power to the motor 12 and is supplied with regenerative power Preg from the motor 12. The power system 20c includes an FC 152, a first battery 22a, a second battery 22b, a first DC / DC converter 172, a second DC / DC converter 174, a first bidirectional SW 24a, a second bidirectional SW 24b, A third bidirectional switch 24c (hereinafter referred to as "third bidirectional SW 24c"), an inverter 26, voltage sensors 28, 30, 32, 158, current sensors 38, 40, 42, 44, 46, 162, It has a resolver 48 and a power electronic control device 50c (hereinafter referred to as “power ECU 50c”). Since the electric power system 20c has the FC 152, the electric vehicle 10C is a fuel cell vehicle.

  The third bidirectional SW 24c has the same configuration as the first bidirectional SW 24a and the second bidirectional SW 24b.

  The first DC / DC converter 172 and the second DC / DC converter 174 are the same as the DC / DC converter 156 of the third embodiment. In FIG. 25, the first DC / DC converter 172 and the second DC / DC converter 174 are omitted.

B. Various controls On / Off Control of Bidirectional SW 24 Next, on / off control of each bidirectional SW 24 will be described.

  In the fourth embodiment, there are FC152, the first battery 22a, and the second battery 22b as power sources, and the voltage of each power source (FC voltage Vfc, first battery voltage Vbat1, and second battery voltage Vbat2) is selected for each power source. Since it is not used, basically, the control of the first embodiment (FIG. 14) and the control of the third embodiment (FIG. 23) are used in combination.

  For example, the integrated ECU 18 switches the mode shown in FIG. 26 as appropriate. That is, in the fourth embodiment, the integrated ECU 18 performs each of “when stopped”, “one power generation”, “one power supply charging”, “one power use”, “high voltage battery power generation”, and “low voltage battery charging”. Select a mode to use.

  When power generation is performed by the FC 152, as described above, the output of the battery 22 is used for output control of the FC 152. For this reason, in “one power generation” using FC152, “one power generation (FC, first battery)” whose output is controlled by the first battery 22a and “one power generation (FC) whose output is controlled by the second battery 22b”. , Second battery) ”. The “high voltage battery power generation” and “low voltage battery charge” modes are the same as in the first embodiment except that the FC 152 is suspended.

2. Control at the time of switching the bidirectional SW 24 Next, control of the SW elements 60 and 62 when switching between the modes will be described. As described above, when each mode is switched, the inverter 26 generates a three-phase short circuit state of each upper arm SW element 86 or a three-phase short circuit state of each lower arm SW element 92. Further, the charging SW element 62a of the first bidirectional SW 24a always remains off. For this reason, you may provide only the electric power generation SW element 60a instead of the 1st bidirectional SW24a.

(1) Simple switching When switching between “when stopped” mode and other modes (for example, switching from “when stopped” to “1 power generation” or vice versa), the power ECU 50 causes each of the SW elements 60 and 62 to switch. Is simply switched to the state shown in FIG. Even by such switching, a short circuit does not occur between the FC 152, the first battery 22a, and the second battery 22b. However, at the time of switching, the dead time generation unit 128 (FIG. 8) inserts the dead time dt.

  Similarly, when switching from “one power generation (FC, first battery)” to “one power generation (first battery)”, and vice versa, “1 power generation (FC, second battery)” to “1” When switching to “power generation (second battery)”, in the opposite case, when switching from “1 power generation (FC, first battery)” to “1 power generation (second battery)”, vice versa, When switching from “one power generation (FC, second battery)” to “one power generation (first battery)”, and vice versa, “1 power generation (first battery)” to “one power generation (second battery)” ) ", And vice versa, when switching from" 1 power supply (first battery) "to" 1 power supply (second battery) ", vice versa," 1 power generation (FC, first battery) " Battery) "or" first power generation When switching from "FC, second battery)" or "one power generation (first battery)" or "one power generation (second battery)" to "high voltage battery power generation", and vice versa, "1 power charging ( In the case of switching from “first battery)” or “one power supply charging (second battery)” to “low voltage battery charging”, and vice versa, the power ECU 50 shows ON / OFF of each of the SW elements 60 and 62 shown in FIG. Switch to the state as it is. Even by such switching, a short circuit does not occur between the FC 152, the first battery 22a, and the second battery 22b. However, at the time of switching, the dead time generation unit 128 (FIG. 8) inserts the dead time dt.

(2) Stepwise switching In the simple switching as described above, when a short circuit occurs between the FC 152, the first battery 22a, and the second battery 22b, for example, when the electric vehicle 10 is powered, “1 power generation (FC, When the first battery) "mode is executed and the first battery 22a or the second battery 22b is charged in the" low voltage battery charging "mode during regeneration, the following control can be used to prevent a short circuit.

  As shown in FIG. 15, the case where the input current Iinv of the inverter 26 is switched from positive to negative, that is, the case where the electric vehicle 10 is switched from the power running state to the regenerative state will be described. First, when the input current Iinv of the inverter 26 exceeds the current threshold THi1, the power generation SW element 60a of the first bidirectional SW 24a is turned on and the charge SW element 62a is turned off. Further, in the second bidirectional SW 24b, the power generation SW element 60b is turned on and the charge SW element 62b is turned off. On the other hand, in the third bidirectional SW 24c, both the power generation SW element 60c and the charging SW element 62c are turned off.

  When the input current Iinv of the inverter 26 becomes equal to or smaller than the current threshold value THi1 at time t11, the power generation SW element 60a of the first bidirectional SW 24a is turned off. Thereafter, both the power generation SW element 60b and the charge SW element 62b of the second bidirectional SW 24b are turned on. Thereby, it is possible to prevent a short-circuit state in which power from the FC 152 is supplied to the first battery 22a via the charging SW element 62b (however, such a short-circuit state is intentionally generated and the first battery 22a is It is also possible to charge.) In the third bidirectional SW 24c, both the power generation SW element 60c and the charging SW element 62c are kept off. When the input current Iinv of the inverter 26 is not less than the current threshold THi2 and not more than the current threshold THi1, this on / off control is continued.

  It should be noted that the power generation SW element 60b and the charge SW element 62b of the second bidirectional SW 24b, not the power generation SW element 60c and the charge SW element 62c of the third bidirectional SW 24c, are turned on in advance. Because it was. Instead, the power generation SW element 60c and the charging SW element 62c of the third bidirectional SW 24c may be turned on.

  When the input current Iinv of the inverter 26 becomes less than the current threshold value THi2 at time t12, both the power generation SW element 60a and the charge SW element 62a of the first bidirectional SW 24a are held off. Further, the power generation SW element 60b of the second bidirectional SW 24b is turned off. Thereafter, the charging SW element 62c of the third bidirectional SW 24c is turned on. As a result, the charging SW element 62b of the second bidirectional SW 24b and the charging SW element 62c of the third bidirectional SW 24c are turned on, and the other SW elements are turned off. In this case, the regenerative power Preg from the motor 12 is preferentially charged to the lower one of the first battery 22a and the second battery 22b. Further, since the power generation SW elements 60a, 60b, and 60c are off, no short circuit occurs between the FC 152, the first battery 22a, and the second battery 22b.

  Next, as shown in FIG. 16, a case where the input current Iinv of the inverter 26 switches from negative to positive, that is, a case where the electric vehicle 10 switches from the regenerative state to the power running state will be described. First, when the input current Iinv of the inverter 26 is less than the current threshold THi2, the charging SW element 62b of the second bidirectional SW 24b and the charging SW element 62c of the third bidirectional SW 24c are turned on, and the other SW elements are turned off. .

  When the input current Iinv of the inverter 26 becomes equal to or greater than the current threshold THi2 at time t21, the charging SW element 62c of the third bidirectional SW 24c is turned off. Thereafter, the power generation SW element 60b of the second bidirectional SW 24b is turned on. Thereby, it becomes possible to charge / discharge by the 1st battery 22a, without the short circuit between the 1st battery 22a and the 2nd battery 22b. When the input current Iinv of the inverter 26 is not less than the current threshold THi2 and not more than the current threshold THi1, this on / off control is continued.

  When the input current Iinv of the inverter 26 becomes equal to or greater than the current threshold THi1 at time t22, the charging SW element 62b of the second bidirectional SW 24b is turned off. Thereafter, the power generation SW element 60a of the first bidirectional SW 24a is turned on. The power generation SW element 60b of the second bidirectional SW 24b remains on. Thereby, it can switch to the electric power generation by FC152, without the short circuit between FC152 and the 1st battery 22a.

  In the above description, on / off of the first bidirectional SW 24a and the second bidirectional SW 24b is controlled based on the input current Iinv of the inverter 26. However, the control is based on the input voltage Vinv of the inverter 26 or the power consumption (regenerative power) of the motor 12. It is also possible to do. Alternatively, when the switching time between power generation and charging can be determined, the SW elements 60 and 62 can be switched on and off at a predetermined time before and after the switching time. As a case where the switching time between power generation and charging can be determined, for example, a predicted time until actual power crosses zero may be used.

C. Effects of Fourth Embodiment As described above, according to the fourth embodiment, in addition to the effects of the above-described embodiments, the following effects can be achieved.

  That is, in the fourth embodiment, in the power system 20c using three power sources (FC152, first battery 22a, and second battery 22b), the SW elements 60 and 62 are appropriately set without using the voltage values of the respective power sources. It becomes possible to control.

V. Fifth Embodiment A. Explanation of configuration (difference from the fourth embodiment)
FIG. 27 is a schematic configuration diagram of an electric vehicle 10D according to the fifth embodiment of the present invention. Similar to the electric vehicle 10C of the fourth embodiment, the electric vehicle 10D includes a traveling motor 12, a transmission 14, a wheel 16, an integrated ECU 18, and an electric power system 20d. Although it has the same configuration as the electric vehicle 10C of the fourth embodiment, the detection values (FC voltage Vfc, first battery voltage Vbat1, and second battery voltage Vbat2) of the voltage sensors 158, 28, 30 are input to the integrated ECU 18. Is different from the fourth embodiment in that it is essential and the integrated ECU 18 selects the FC 152 and the battery 22.

  In the following, the same components as those in the above embodiments are denoted by the same reference numerals, and the description thereof is omitted.

B. On / Off Control of Bidirectional SW 24 Next, on / off control of each bidirectional SW 24 will be described.

  In the fifth embodiment, the FC 152, the first battery 22a, and the second battery 22b exist as power sources, and the output of the FC 152 is controlled using the output of the first battery 22a or the second battery 22b, and the voltage of each power source. Each power source is selected using (FC voltage Vfc, first battery voltage Vbat1, and second battery voltage Vbat2). Therefore, basically, the control of the first embodiment (FIG. 14), the control of the second embodiment (FIG. 20), the control of the third embodiment (FIG. 23), and the control of the fourth embodiment (FIG. 26). Are used in combination.

  The integrated ECU 18 switches between the modes shown in FIG. 28 as appropriate. That is, in the fifth embodiment, the integrated ECU 18 performs “when stopped”, “one power generation”, “one power supply charging”, “one power supply use”, “high voltage battery power generation”, “low voltage battery charging”, “ Each mode of “1 power generation and 1 power supply charge”, “high voltage battery power generation and 1 power supply charge” and “1 power supply power generation and low voltage battery charge” can be selected and used.

  In the “one power generation” mode, when the power generation by the FC 152 is performed, which of the first battery 22 a and the second battery 22 b is used to control the output of the FC 152 is based on the voltage level of both the batteries 22. Can be set.

C. Effects of Fifth Embodiment As described above, according to the fifth embodiment, in addition to the effects of the above embodiments, the following effects can be achieved.

  That is, in the fifth embodiment, in the power system 20d using three power sources (FC152, first battery 22a and second battery 22b), the SW elements 60 and 62 are appropriately controlled using the voltage values of the respective power sources. It becomes possible to do.

VI. Modifications It should be noted that the present invention is not limited to the above-described embodiments, and it is needless to say that various configurations can be adopted based on the contents described in this specification. For example, the following configuration can be adopted.

A. Number of power sources In the first to third embodiments, the power systems 20, 20a, 20b have two power sources (a combination of the first battery 22a and the second battery 22b, and a combination of the FC 152 and the battery 154). In the fourth and fifth embodiments, the power systems 20c and 20d have three power sources (a combination of the FC 152, the first battery 22a, and the second battery 22b). However, the number of power sources is not limited to this, and the number of power sources is four or more. It may be.

B. 1. On / off control of bidirectional SW 24 when the number of power supplies is four or more When the power supply voltage is not used In the first, third, and fifth embodiments, the power supply voltages (the first battery voltage Vbat1, the second battery voltage Vbat2, the FC voltage Vfc, and the battery voltage Vbat) are unknown. The direction SW24 was switched on and off. Similarly, when there are four or more power supplies, a short circuit is generated if at least one of the first control law and the second control law as described in the first embodiment is satisfied without using a power supply voltage. It is possible to select ON / OFF of the bidirectional SW 24 without any problem.

  That is, the first control law when the power supply voltage is not used is that both the power generation SW element 60 and the charge SW element 62 are turned off when there are N bidirectional SWs 24 (N is an integer of 2 or more). There are N-1 directions SW24. In other words, there are N-1 power systems in which both the power generation path and the charging path are off. In this case, for the remaining one bidirectional SW 24, only one of the power generation SW element 60 and the charge SW element 62 may be on, and both the power generation SW element 60 and the charge SW element 62 are on. May be.

  For example, as shown in FIG. 29, when the power generation SW element 60 (the power generation path of the fourth power supply) corresponding to the fourth power supply is on and the other power generation paths are off, the charge SW corresponding to the fourth power supply The element 62 (the charging path of the fourth power source) may be turned on or off, but the other charging paths need to be turned off.

  In the second control law when the power supply voltage is not used, all (N) power generation SW elements 60 or charge SW elements 62 of the bidirectional SW 24 are turned off. In other words, the power generation paths or charging paths of all power systems are turned off. In this case, a part or all of the charging path or power generation path opposite to the power generation path or charging path that is all turned on can be turned on.

  For example, as shown in FIG. 30, when the power generation paths of all the power sources are off, each charging path may be either on or off.

  By using the first control law and the second control law, it is possible to prevent a short circuit between power supplies even when the number of power supplies is increased.

2. In the case of using the power supply voltage In the second and fourth embodiments, the on / off switching of each bidirectional SW 24 is performed using the power supply voltages (first battery voltage Vbat1, second battery voltage Vbat2, FC voltage Vfc, battery voltage Vbat). went. Similarly, when there are four or more power supplies, if at least one of the following first control law and second control law is established using the voltage of the battery, both of them can be generated without causing a short circuit between the power supplies. On / off of the direction SW 24 can be selected.

  That is, the first control law in the case of using the power supply voltage is that the power supply voltage lower than the power supply voltage with the highest power supply voltage (hereinafter referred to as “highest voltage power supply”) among the power supplies in which the corresponding power generation SW element 60 is turned on. The charging SW element 62 corresponding to the power source is turned off. In other words, the charging path having a lower voltage than the power generation path having the highest voltage (hereinafter referred to as “the highest voltage power generation path”) among the power generation paths to be energized is cut off. In this case, for a power supply having a voltage higher than the maximum voltage power supply, the corresponding charging SW element 62 may be turned on or off. In other words, the charging path with a voltage higher than the maximum voltage power generation path may be turned on or off.

  In the example of FIG. 31, the corresponding power generation SW element 60 (power generation path) among the first power supply to the Nth power supply arranged in descending order of the voltage is turned on, and the fourth power supply has the highest voltage. In this case, the charging paths of the fifth to Nth power supplies whose voltage is lower than that of the fourth power supply may be turned off, and the charging paths of the first to fourth power supplies may be either on or off.

  The second control law in the case of using a power supply voltage corresponds to a power supply having a voltage higher than the lowest power supply (hereinafter referred to as “minimum voltage power supply”) among the power supplies in which the corresponding charging SW element 60 is turned on. The power generation SW element 60 to be turned off is turned off. In other words, the power generation path having a higher voltage than the charging path having the lowest voltage (hereinafter referred to as “the lowest voltage charging path”) among the charging paths to be energized is cut off. In this case, the power generation SW element 60 corresponding to the power supply having a voltage lower than the lowest voltage power supply may be turned on or off. In other words, the power generation path having a voltage lower than the minimum voltage charging path may be turned on or off.

  In the example of FIG. 32, among the first power supply to the Nth power supply arranged in ascending order of voltage, the sixth power supply has the charging path turned on and the lowest voltage. In this case, the power generation paths of the first to fifth power supplies whose voltage is higher than that of the sixth power supply may be turned off, and the power generation paths of the sixth to nth power supplies may be either on or off.

  By using the first control law and the second control law, it is possible to prevent a short circuit between power supplies even when the number of power supplies is increased.

C. Types of power sources In the first and second embodiments, the first battery 22a and the second battery 22b are used, and in the third embodiment, the FC 152 and the battery 154 are used, and the fourth and fifth embodiments are used. Then, although FC152, the 1st battery 22a, and the 2nd battery 22b were used, the power supply which can be utilized is not restricted to this. For example, a combination of an engine and an alternator can be used as a power source.

D. Mode switching In each of the above-described embodiments, some simple switching and some stepwise switching are mentioned as the control at the time of switching the bidirectional SW 24, but the control at the mode switching is not limited to this. For example, when switching the mode, it is also possible to switch to a new mode after turning off all the switching elements 60 and 62 once.

E. Electric power ECU 50
In each of the above embodiments, the power ECU 50 having the configuration shown in FIG. 7 is used (see FIGS. 1, 19, 21, 24, and 27), but the configuration of the power ECU 50 is not limited to this. For example, the following modifications can be used.

1. First Modified Example Electric power ECU 50a shown in FIG. 33 is different from electric power ECU 50 in FIG. 7 in that load electric power calculation unit 180 is included. The load power calculation unit 180 calculates the load power P1 by multiplying the input voltage Vinv of the inverter 26 and the input current Iinv, and generates a bidirectional switch logic generation unit 102a (hereinafter referred to as “bidirectional SW logic generation unit 102a” or “logic generation”). (P1 = Vinv * Iinv).

  FIG. 34 shows a functional block diagram of the logic generation unit 102a. The bidirectional switch logic determination unit 122a (hereinafter referred to as “bidirectional SW logic determination unit 122a” or “logic determination unit 122a”) of the logic generation unit 102a includes power supply designation signals Sd1, Sd2, and Sd3 from the integrated ECU 18, and a load. SW element selection signals Ss1, Ss2, Ss3, and Ss4 are output based on the load power P1 from the power calculation unit 180 and the power thresholds THp1 and THp2 (THp1> THp2) from the storage unit 130a.

  More specifically, the load power P1 is compared with the power thresholds THp1 and THp2, and when the load power P1 is greater than the power threshold THp1, it is determined that the power generation state is present, and the load power P1 is equal to or greater than the power threshold THp2. When it is equal to or less than THp1, it is determined to be in the “power generation / charge switching state”, and when the load power P1 is less than the power threshold THp2, it is determined to be in the “charge state” (see FIGS. 15 and 16).

2. Second Modification An electric power ECU 50b shown in FIG. 35 is different from the electric power ECU 50 in FIG. 7 in that it includes a load electric power calculation unit 180a. The load power calculation unit 180a calculates the load power P2 by dividing the product of the electrical angular velocity ω and the torque command value T_c by the number of pole pairs of the motor 12, and generates a bidirectional switch logic generation unit 102b (hereinafter referred to as “bidirectional SW logic”). (P2 = ω * T / number of pole pairs).

  The logic generation unit 102b is the same as the logic generation unit 102a in the first modification, and includes power supply designation signals Sd1, Sd2, and Sd3 from the integrated ECU 18, load power P2 from the load power calculation unit 180a, and storage unit Based on the power thresholds THp1 and THp2 (THp1> THp2) from 130a, SW element selection signals Ss1, Ss2, Ss3, and Ss4 are output.

  More specifically, the load power P2 is compared with the power thresholds THp1 and THp2, and when the load power P2 is greater than the power threshold THp1, it is determined that the power generation state is present, and the load power P2 is greater than or equal to the power threshold THp2. When it is equal to or less than THp1, it is determined to be in the “power generation / charge switching state”, and when the load power P2 is less than the power threshold THp2, it is determined to be in the “charge state” (see FIGS. 15 and 16).

3. Third Modification An electric power ECU 50c shown in FIG. 36 is different from the electric power ECU 50 in FIG. 7 in that it includes a load electric power calculation unit 180b. The load power calculation unit 180b calculates the load power P3 by adding the product of the d-axis voltage command value Vd_c and the d-axis current Id and the product of the q-axis voltage command value Vq_c and the q-axis current Iq, and performs bidirectional switch logic. The data is output to the generation unit 102c (hereinafter referred to as “bidirectional SW logic generation unit 102c” or “logic generation unit 102c”) (P3 = Vd_c * Id + Vq_c * Iq).

  The logic generation unit 102c is the same as the logic generation unit 102a in the first modification, and includes power supply designation signals Sd1, Sd2, and Sd3 from the integrated ECU 18, load power P3 from the load power calculation unit 180b, and a storage unit Based on the power thresholds THp1 and THp2 (THp1> THp2) from 130a, SW element selection signals Ss1, Ss2, Ss3, and Ss4 are output.

  More specifically, the load power P3 is compared with the power thresholds THp1 and THp2, and when the load power P3 is greater than the power threshold THp1, it is determined that the power generation state is present, and the load power P3 is equal to or greater than the power threshold THp2. When it is equal to or less than THp1, it is determined to be in the “power generation / charge switching state”, and when the load power P3 is less than the power threshold THp2, it is determined to be in the “charge state” (see FIGS. 15 and 16).

4). Fourth Modified Example Electric power ECU 50d shown in FIG. 37 receives torque command value T_c from bidirectional switch logic generation unit 102d (hereinafter referred to as “bidirectional SW logic generation unit 102d” or “logic generation unit 102d”). Thus, it is different from the power ECU 50 of FIG.

  The logic generation unit 102d performs SW based on the power supply designation signals Sd1, Sd2, and Sd3 from the integrated ECU 18, the torque command value T_c from the integrated ECU 18, and the torque thresholds THt1 and THt2 (THt1> THt2) from the storage unit 130a. The element selection signals Ss1, Ss2, Ss3, and Ss4 are output.

  More specifically, the torque command value T_c is compared with the torque threshold values THt1 and THt2, and when the torque command value T_c is greater than the torque threshold value THt1, it is determined that the engine is in the “power generation state”. When the torque threshold value THt1 or less, the power generation / charge switching state is determined, and when the torque command value T_c is less than the torque threshold value THt2, the charging state is determined (see FIGS. 15 and 16). .

10, 10A, 10B, 10C, 10D ... Electric vehicle 12 ... Motor 22a ... First battery (power supply)
22b ... second battery (power supply)
24a ... 1st bidirectional switch (switch)
24b ... Second bidirectional switch (switch)
24c ... Third bidirectional switch (switch)
26: Inverters 50, 50a, 50b, 50c, 50d ... Electric power ECU (control device)
84u, 84v, 84w ... upper arm elements 86u, 86v, 86w ... upper arm switching elements 90u, 90v, 90w ... lower arm elements 92u, 92v, 92w ... lower arm switching elements 98u, 98v, 98w ... windings (three-phase wire) )
152 ... FC (power source) 154 ... Battery (power source)
Rs: Forced short circuit request (switching request) Sca: Carrier signals THu, THv, THw: Voltage command value
UH, UL, VH, VL, WH, WL ... Drive signal

Claims (3)

A primary side including at least two power sources of a first power source and a second power source whose power source voltage varies;
A three-phase AC brushless motor for driving the vehicle and a pair of upper and lower arm elements connected in series are connected in parallel in three phases, and the motor 3 is placed between the upper arm element and the lower arm element. A secondary side including an inverter to which each phase wire is connected;
A first power system and a second power system connecting the primary side and the secondary side so that the first power source and the second power source are in parallel with each other;
A switch for switching which of the first power source and the second power source to be used as the power source of the motor;
In a three-phase short circuit state where the upper arm elements of the inverter are all on and the lower arm elements are all off, or the upper arm elements are all off and the lower arm elements are all on, the switch is turned on. An electric vehicle having a control device for switching. The electric vehicle according to claim 1,
The controller is
Based on the comparison result of the voltage command value of each of the three phases and the carrier signal, on / off of the upper arm switching element and the lower arm switching element of each phase is controlled,
When the carrier signal is higher than the voltage command value for all three phases, or when the carrier signal is lower than the voltage command value for all three phases, the three-phase short-circuit state is detected. An electric car. The electric vehicle according to claim 1 or 2,
Upon receiving a switching request for switching between the first power source and the second power source, the control device outputs a drive signal to all the upper arm switching elements or the lower arm switching elements of all three phases, and forcibly causes a three-phase short circuit. An electric vehicle characterized by generating

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