JP2013055793A - Drive unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress application of voltage that exceeds an element breakdown voltage, even when the breakdown voltage of an element is deteriorated because an inverter is in a state of low temperature.SOLUTION: When a battery temperature Tb is less than a threshold value T1 and/or an inverter coolant temperature Tinv is less than a threshold value T2 (S110, S120), a first temporary base value Wbtmp1 is set on the basis of the battery temperature Tb (S160) and also a second temporary base value Wbtmp2 is set on the basis of the inverter coolant temperature Tinv (S170). An output limitation Wout of a battery 50 is set on the basis of the smaller temporary base value between the two temporary base values Wbtmp1, Wbtmp2 (S180, S140, S150). Thus, even when the inverter coolant temperature Tinv is less than the threshold value T2, application of voltage exceeding an element breakdown voltage to a high-voltage system power line, which occurs due to a serge voltage, can be suppressed.

Description

  The present invention provides an AC load, an inverter that drives the AC load, a battery, a boost converter that boosts the power of the battery and supplies the boosted power to the inverter, and sets the output limit of the battery and the set output And a control means for controlling the inverter so that the AC load is driven within a limit.

  Conventionally, as this type of drive device, an engine, a generator driven by the engine, an electric motor that outputs power for traveling, an inverter that drives the generator and the electric motor by switching of a switching element, and an electric generator And what was mounted in the hybrid vehicle provided with the secondary battery (lithium ion battery) which exchanges electric power with an electric motor is proposed (for example, refer patent document 1). In this apparatus, an input / output limit, which is a limit value of charge / discharge power, is set based on the battery temperature, and the engine, generator, and motor are controlled within the set input / output limit range.

JP 2011-125210 A

  By the way, in a device in which a boost converter that boosts the power of the secondary battery and supplies it to the inverter is added to the drive device described above, a surge voltage is generated in accordance with the control of the boost converter. Since the withstand voltage of the switching element is lowered at a low temperature of the inverter, when a surge voltage is generated, a voltage exceeding the withstand voltage may temporarily act on the switching element. In order to protect the switching element, it is conceivable to reduce the switching speed when the inverter is at a low temperature, but this causes a disadvantage such as an increase in noise.

  The main object of the drive device of the present invention is to prevent a voltage exceeding the breakdown voltage from acting on the switching element even when the inverter is in a low temperature state.

  The drive device of the present invention employs the following means in order to achieve the main object described above.

The drive device of the present invention is
An AC load, an inverter that drives the AC load, a battery, a boost converter that boosts the power of the battery and supplies the boosted power to the inverter, and sets an output limit of the battery and is within the set output limit range And a control means for controlling the inverter so that the AC load is driven in a drive device,
When either or both of the temperature of the battery is lower than a first threshold and the temperature of a cooling medium that cools the inverter is lower than a second threshold are satisfied, the control means performs a first operation based on the temperature of the battery. The first temporary output limit is set, the second temporary output limit is set based on the temperature of the cooling medium, and the output limit is set based on the smaller of the two temporary output limits. And

  In the drive device according to the present invention, when either or both of the battery temperature is lower than the first threshold and the temperature of the cooling medium for cooling the inverter is lower than the second threshold are satisfied, the first is based on the battery temperature. A temporary output limit of 1 is set, a first temporary output limit is set based on the temperature of the cooling medium, and an output limit is set based on the smaller of the temporary output limits. By controlling the inverter so that the AC load is driven within the range of the output limit set in this way, it is possible to prevent a voltage exceeding the withstand voltage of the inverter from acting even if the inverter is in a low temperature state.

  In the driving apparatus of the present invention, the first temporary output limit may be set so that the temperature of the battery decreases as the temperature of the battery decreases, or the temperature decreases as the temperature of the cooling medium of the inverter decreases. A second temporary output limit may be set.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of a boost converter 56. FIG. It is explanatory drawing explaining the relationship between the high voltage system voltage VH, motor torque Tm1, and rotation speed Nm1. FIG. 6 is a collinear diagram showing a dynamic relationship between torque and rotational speed of each rotating element of planetary gear 30 when high voltage system voltage VH changes from a high voltage state to a low voltage state. 4 is a flowchart illustrating an example of an output limit setting process routine executed by a battery ECU 52. It is a map which shows an example of the relationship between electrical storage ratio SOC and the correction coefficient k. It is a map which shows an example of the relationship between battery temperature Tb and 1st temporary basic value Wbtmp1. It is a map which shows an example of the relationship between inverter water temperature Tinv and 2nd temporary basic value Wbtmp2. It is explanatory drawing explaining the relationship between a battery current and a surge voltage. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. It is a block diagram which shows the outline of a structure of the motor vehicle 420 of a modification.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 according to the embodiment has an engine 22, an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 that controls the drive of the engine 22, and a crankshaft 26 of the engine 22 with carriers. A planetary gear 30 having a ring gear connected to a drive shaft 32 connected to the drive wheels 39a and 39b via a differential gear 38, and a rotor connected to the sun gear of the planetary gear 30, for example, as a synchronous generator motor. Motor MG1, a motor MG2 configured as, for example, a synchronous generator motor and having a rotor connected to drive shaft 32, inverters 41 and 42 for driving motors MG1 and MG2, and switching of inverters 41 and 42 (not shown) By switching the element Motor electronic control unit (hereinafter referred to as “motor ECU”) 40 for driving and controlling motors MG 1, MG 2, battery 50 configured as, for example, a lithium ion secondary battery, and battery electronic control unit for managing battery 50 (Hereinafter referred to as “battery ECU”) 52, a power line (hereinafter referred to as “high voltage system power line”) 54 a connected to inverters 41 and 42, and battery 50 are connected via system main relay 55. A boost converter 56 that is connected to a power line (hereinafter referred to as a “low voltage system power line”) 54b and boosts the power of the low voltage system power line 54b and supplies the boosted power to the high voltage system power line 54a, and a motor MG1, Cooling device 60 that cools MG2, inverters 41 and 42, and boost converter 56 by circulating cooling water Comprises a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle, a.

  As shown in FIG. 2, boost converter 56 includes two transistors T1 and T2, two diodes D1 and D2 connected in parallel to transistors T1 and T2, and a reactor L. The two transistors T1 and T2 are connected to the positive and negative buses of the inverters 41 and 42, respectively, and the reactor L is connected to the connection point. Further, the positive terminal and the negative terminal of the battery 50 are connected to the reactor L and the negative bus through the system main relay 55, respectively. Therefore, the DC power of the battery 50 is boosted by supplying on / off control of the transistors T1 and T2 and supplied to the inverters 41 and 42, or the DC voltage acting on the positive and negative buses of the inverters 41 and 42. Or the battery 50 can be charged. Smoothing capacitors 57a and 57b are connected to the positive and negative buses of the high voltage power line 54a and the low voltage power line 54b, respectively.

  As shown in FIG. 1, the cooling device 60 includes a radiator 62 as a heat exchanger, a circulation line 64 connected to the radiator 62, the motors MG 1, MG 2, the inverters 41, 42, and the boost converter 56, and a circulation pipe And a water pump (W / P) 66 for circulating the cooling water in the passage 64. In this cooling device 60, the water pump 66 is driven to circulate the cooling water in the circulation pipe 64, thereby cooling the motors MG1, MG2, the inverters 41, 42, and the boost converter 56 by heat exchange with the cooling water. To do. Although not shown, the cooling device 60 includes a cooling fan that cools the cooling water flowing through the radiator 62 by heat exchange with the blown air.

  The motor EUC40 is a signal necessary for driving and controlling the motors MG1 and MG2, for example, a signal from a rotational position detection sensor for detecting the rotational position of the rotor of the motors MG1 and MG2, and motors MG1 and MG2 detected by a current sensor. The phase currents Iv, Iw and the like applied to are input, and a switching control signal to the inverters 41, 42 is output from the motor ECU 40. The drive control of the motors MG1 and MG2 is performed within an operating range (torque, rotation speed) determined based on the high voltage system voltage VH. FIG. 3 shows an example of the operation region of the motor MG1. As shown in the figure, the operating region of the motor MG1 is determined such that the lower the high voltage system voltage VH, the lower the rotational speed Nm1 and the smaller the absolute value of output (power). The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on a signal from the rotational position detection sensor.

  The battery ECU 52 is configured as a microprocessor centered on a CPU (not shown), and includes a ROM, a RAM, an input / output port, and a communication port in addition to the CPU. The battery ECU 52 receives signals necessary for managing the battery 50, such as a voltage Vb between terminals from a voltage sensor 51a installed between terminals of the battery 50, and a current sensor 51b connected to an output terminal of the battery 50. The charging / discharging current Ib, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input to the hybrid electronic control unit 70 through communication as necessary. Further, the battery ECU 52 calculates a storage ratio SOC, which is a ratio of the storage amount to the total capacity (storage capacity) based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the battery 50. Based on the calculated storage ratio SOC and battery temperature Tb, input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes a shift signal SP from the shift position sensor 82 that detects a push signal from the power switch 80 and an operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. From the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the cooling from the temperature sensor 68 attached to the circulation line 64. Water temperature (inverter cooling water temperature Tinv) or the like is input via the input port. The hybrid electronic control unit 70 outputs a drive signal to the system main relay 55, a drive signal to the water pump 66, and the like via an output port. In the hybrid electronic control unit 70, the system main relay 55 is turned on when a push signal is input from the power switch 80 with the brake on while the system is stopped, and the power switch is turned on when the system main relay 55 is turned on. When a push signal is input from 80, the system main relay 55 is turned off. When the system main relay 55 is turned on, power supply is started to the ECUs such as the engine ECU 24, the motor ECU 40, the battery ECU 52, and the hybrid electronic control unit 70, and the system is activated.

  The hybrid vehicle 20 of the embodiment configured in this manner basically travels by drive control described below that is executed by the hybrid electronic control unit 70. When the hybrid electronic control unit 70 travels while operating the engine 22, first, the drive shaft 32 is used for traveling in accordance with the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. The required torque Tr * required is set, and the required torque Tr * is multiplied by the rotational speed Nr of the drive shaft 32 (for example, the rotational speed obtained by multiplying the rotational speed of the motor MG2 or the vehicle speed V by a conversion factor). The power Pdrv for traveling required for is calculated. Next, the required power Pe * to be output from the engine 22 is calculated as the sum of the charge / discharge required power Pb * for charging / discharging the battery 50, the traveling power Pdrv, and the loss Loss based on the storage ratio SOC of the battery 50. In addition, the target of the engine 22 is calculated using the operation line (for example, the fuel efficiency optimum operation line) as the relationship between the rotational speed Ne of the engine 22 and the torque Te and the calculated required power Pe *. A rotational speed Ne * and a target torque Te * are set. Then, the target rotational speed Nm1 * of the motor MG1 is set based on the target rotational speed Ne * of the engine 22, the vehicle speed V, and the gear ratio of the planetary gear 30, and the rotational speed Nm1 of the motor MG1 becomes the target rotational speed Nm1 *. The torque command Tm1 * as the torque to be output from the motor MG1 is set by the rotational speed feedback control to achieve the torque, and the torque acting on the drive shaft 32 via the planetary gear 30 when the motor MG1 is driven by the torque command Tm1 *. Is set within the range of the input / output limits Win and Wout of the battery 50 and set as the torque command Tm2 * of the motor MG2. Here, since the target rotational speed Nm1 * (target rotational speed Ne * of the engine 22) and the torque commands Tm1 * and Tm2 * are set within the operating range (see FIG. 3) as described above, When voltage system voltage VH is in a low voltage state, target rotational speed Nm1 * of motor MG1 (target rotational speed Ne * of engine 22) decreases, and the power output from engine 22 is limited. FIG. 4 shows the dynamic relationship between the torque and the rotational speed of each rotating element of the planetary gear 30 in this state. The target engine speed Ne * and target torque Te * set in this way are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that executes the control and receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 sets the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Control switching. Hereinafter, such traveling is referred to as hybrid traveling. During this hybrid travel, the hybrid electronic control unit 70 drives the motors MG1, MG2 based on the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2. The target voltage command VH * is set by obtaining the voltage required for the above-described operation, and the two transistors T1 and T2 of the boost converter 60 are subjected to switching control so that the high voltage system voltage VH becomes the set target voltage command VH *.

  Further, when the hybrid electronic control unit 70 travels with the engine 22 stopped, the hybrid electronic control unit 70 sets the required torque Tr * required for the drive shaft 32 according to the accelerator opening Acc and the vehicle speed V, and the battery Within the range of 50 input / output limits Win, Wout, a value 0 is set for the torque command Tm1 * of the motor MG1, and a required torque Tr * is set for the torque command Tm2 * of the motor MG2. Then, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Hereinafter, such traveling is referred to as electric traveling. During this electric travel, the hybrid electronic control unit 70 obtains a voltage required to drive the motor MG2 based on the torque command Tm2 * of the motor MG2 and the rotational speed Nm2 of the motor MG2, and calculates a target voltage command. VH * is set, and the two transistors T1 and T2 of the boost converter 60 are subjected to switching control so that the high voltage system voltage VH becomes the set target voltage command VH *.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the processing for setting the output limit Wout of the battery 50 will be described. FIG. 5 is a flowchart illustrating an example of an output limit setting process routine executed by the battery ECU 52. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the output limit setting process routine is executed, the CPU of the battery ECU 52 first inputs data necessary for control such as the battery temperature Tb, the inverter cooling water temperature Tinv, the storage ratio SOC of the battery 50, etc. from the temperature sensor 51c ( Step S100). Here, the inverter cooling water temperature Tinv is detected by the temperature sensor 68 and input from the hybrid electronic control unit 70 via communication. In addition, as the storage ratio SOC, a value calculated based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b is input.

  When the data is input in this way, it is determined whether or not the input battery temperature Tb is lower than the threshold value T1 (step S110), and whether or not the input inverter cooling water temperature Tinv is lower than the threshold value T2 (step S120). Here, the threshold value T1 is a temperature closer to the lower temperature than the appropriate temperature range of the battery 50, and is determined to be 20 ° C. or 25 ° C., for example. The threshold value T2 is a temperature at which the withstand voltage of the switching elements of the inverters 41 and 42 decreases, and is set to 0 ° C. or 5 ° C., for example. When it is determined that the battery temperature Tb is equal to or higher than the threshold value T1 and the inverter cooling water temperature Tinv is equal to or higher than the threshold value T2, it is determined that the battery 50 is at an appropriate temperature and the element withstand voltage of the inverters 41 and 42 is not decreased. Wb1 is set to the basic value Wb of the output limit of the battery 50 (step S130), the correction coefficient k is set based on the input storage ratio SOC (step S140), and the basic value Wb multiplied by the correction coefficient k The output limit Wout of the battery 50 is set (step S150), and this routine ends. Here, the predetermined value Wb1 is a rated value of the battery 50 at an appropriate temperature. The correction coefficient k is obtained in advance by storing the relationship between the storage ratio SOC and the correction coefficient k in the ROM as a map, and when the storage ratio SOC is given, the corresponding correction coefficient k is derived from the map. . An example of this map is shown in FIG. As illustrated, the correction coefficient k is 1.0 when the storage ratio SOC is equal to or greater than a predetermined ratio Sref (for example, 40%), and is smaller as the storage ratio SOC is lower when the storage ratio SOC is less than the predetermined ratio Sref. It is set to become.

  On the other hand, when the battery temperature Tb is determined to be lower than the threshold value T1 in step S110 or the inverter cooling water temperature Tinv is determined to be lower than the threshold value T2 in step S120, the provisional value of the basic value of the output limit is based on the battery temperature Tb. A temporary basic value Wbtmp1 is set (step S160), and a temporary basic value Wbtmp2 is set based on the inverter cooling water temperature Tinv (step S170). Here, in the embodiment, the temporary basic value Wbtmp1 is obtained in advance by storing the relationship between the battery temperature Tb and the temporary basic value Wbtmp1 in the ROM as a map, and when the battery temperature Tb is given, the temporary basic value corresponding to the temporary basic value Wbtmp1 is obtained. The value Wbtmp1 was derived. An example of this map is shown in FIG. As shown in the figure, the provisional basic value Wbtmp1 is set to be the above-described predetermined value Wb1 when the battery temperature Tb is equal to or higher than the threshold value T1, and is set to become smaller as the battery temperature T is lower than the threshold value T1. Further, in the embodiment, the temporary basic value Wbtmp2 is obtained in advance by storing the relationship between the inverter cooling water temperature Tinv and the temporary basic value Wbtmp2 in a ROM as a map, and when the inverter cooling water temperature Tinv is given, the corresponding temporary value from the map is obtained. The basic value Wbtmp2 was derived. An example of this map is shown in FIG. As shown in the figure, the provisional basic value Wbtmp2 is set to the above-described predetermined value Wb1 when the inverter cooling water temperature Tinv is equal to or higher than the threshold value T2, and is set to decrease as the inverter cooling water temperature Tinv is lower than the threshold value T2. Then, the smaller one of the two provisional basic values Wbtmp1 and Wbtmp2 is set as the basic value Wb for limiting the output of the battery 50 (step S180), and the correction coefficient k is set based on the input storage ratio SOC (step S180). In S140, the basic value Wb multiplied by the correction coefficient k is set as the output limit Wout of the battery 50 (Step S150), and this routine is terminated.

  Consider a case where inverters 41 and 42 and boost converter 56 are controlled in a state where inverter cooling water temperature Tinv is lower than threshold value T2. In this case, since the withstand voltage (element withstand voltage) of the switching elements of the inverters 41 and 42 is reduced, when a surge voltage is generated when controlling the boost converter 56, the voltage acting on the high voltage system power line 54a is temporarily changed to the element. The breakdown voltage may be exceeded. On the other hand, if the boost converter 56 is controlled so that the high voltage system voltage VH is in a low voltage state, the surge voltage is lowered. Therefore, even if the inverter cooling water temperature Tinv is lower than the threshold value T2, the high voltage system power line. A voltage exceeding the element breakdown voltage does not act on 54a. However, if the high voltage system voltage VH is set to a low voltage state, as described above, the power output from the engine 22 is limited, and thus the traveling power Pdrv may not be sufficiently supported. In the embodiment, when the inverter cooling water temperature Tinv is lower than the threshold value T2, the lower the inverter cooling water temperature Tinv, the smaller the output limit Wout of the battery 50 and the smaller the current flowing through the battery 50 (charge / discharge current Ib). Since the surge voltage is proportional to the charge / discharge current Ib as shown in FIG. 9, the surge voltage is lowered by reducing the output limit Wout so that the voltage acting on the high voltage system power line 54a does not exceed the device breakdown voltage. Can be. At this time, in order to reduce the output limit Wout, the discharge of the battery 50 is limited, but the power output from the engine 22 is not limited, so that it can sufficiently correspond to the traveling power Pdrv.

  According to the hybrid vehicle 20 of the embodiment described above, when either or both of the battery temperature Tb is less than the threshold value T1 and the inverter cooling water temperature Tinv is less than the threshold value T2, the first is based on the battery temperature Tb. Is set, the second temporary basic value Wbtmp2 is set based on the inverter cooling water temperature Tinv, and the output limit Wout of the battery 50 is set based on the smaller of the two temporary basic values Wbtmp1 and Wbtmp2. Therefore, even if the inverter cooling water temperature Tinv is lower than the threshold value T2, it is possible to suppress the voltage exceeding the element breakdown voltage from acting on the high voltage system power line 54a due to the surge voltage. At this time, the lower the inverter cooling water temperature Tinv is, the smaller the output limit Wout becomes. Therefore, although the discharge of the battery 50 is limited, the power output from the engine 22 is not limited, and therefore sufficiently corresponds to the traveling power Pdrv. Can do.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 32 connected to the drive wheels 39a and 39b. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. The power from MG2 may be output to an axle (an axle connected to wheels 39c and 39d in FIG. 10) different from an axle (an axle connected to drive wheels 39a and 39b) to which drive shaft 32 is connected. .

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 32 connected to the drive wheels 39a and 39b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 32. However, as illustrated in the hybrid vehicle 220 of the modified example of FIG. 11, a motor MG is attached to a drive shaft connected to the drive wheels 39a and 39b via a transmission 230, and a rotation shaft of the motor MG is connected to a rotation shaft via a clutch 229. The engine 22 is connected, and the power from the engine 22 is output to the drive shaft via the rotating shaft of the motor MG and the transmission 230, and the power from the motor MG is output to the drive shaft via the transmission 230. It is good also as what to do. Further, as exemplified in the hybrid vehicle 320 of the modification of FIG. 12, the power from the engine 22 is output to the axle connected to the drive wheels 39a and 39b via the transmission 330 and the power from the motor MG is driven. It may be output to an axle different from the axle connected to the wheels 39a, 39b (the axle connected to the wheels 39c, 39d in FIG. 12).

  In the embodiment, the present invention is applied to the hybrid vehicle 20 including the engine 22 and the motor MG1 connected to the drive shaft 32 via the planetary gear 30 and the motor MG2 connected to the drive shaft 32. As exemplified in the automobile 420 of the modified example of FIG. 13, the present invention may be applied to a simple electric vehicle including a motor MG that outputs driving power.

  In the embodiment, the present invention is applied to the hybrid vehicle 20 of the present invention. However, the present invention is not limited to this, and may be a drive device form or a drive device control method form.

  In the embodiment, the present invention is applied to an AC load in which the motors MG1 and MG2 are driven by the inverters 41 and 42. For example, the AC load is driven by an inverter such as a compressor of an air conditioner driven by an inverter. The present invention may be applied to any device that is driven by the above.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motors MG1 and MG2 correspond to “AC load”, the inverters 41 and 42 correspond to “inverters”, the battery 50 corresponds to “battery”, and the boost converter 56 corresponds to “boost converter”. The battery ECU 52 that executes the output limit setting processing routine of FIG. 5 and the required power Pe * are output from the engine 22 and the required torque Tr * is applied to the drive shaft 32 within the range of the input / output limits Win and Wout of the battery 50. A hybrid electronic control unit 70 that sets the target rotational speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 so as to be output, and transmits them to the corresponding ECU; An engine ECU 24 that controls the operation of the engine 22 based on the rotational speed Ne * and the target torque Te *; Torque command Tm1 *, and the motor ECU40 controlling switching inverters 41 and 42 based on Tm2 * corresponds to the "control means".

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

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

  The present invention is applicable to the automobile industry.

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 32 drive shaft, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 electronic control unit for battery (battery ECU), 54a high voltage system power line, 54b Low voltage system power line, 55 System main relay, 56 Boost converter, 60 Cooling device, 62 Radiator, 64 Circulation line, 66 Water pump, 68 Temperature sensor, 70 Electronic control unit for hybrid 72 CPU, 74 ROM, 76 RAM, 80 power switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 420 automobile , MG, MG1, MG2 motors.

Claims (1)

An AC load, an inverter that drives the AC load, a battery, a boost converter that boosts the power of the battery and supplies the boosted power to the inverter, and sets an output limit of the battery and is within the set output limit range And a control means for controlling the inverter so that the AC load is driven in a drive device,
When either or both of the temperature of the battery is lower than a first threshold and the temperature of a cooling medium that cools the inverter is lower than a second threshold are satisfied, the control means performs a first operation based on the temperature of the battery. The first temporary output limit is set, the second temporary output limit is set based on the temperature of the cooling medium, and the output limit is set based on the smaller of the two temporary output limits. A drive device.

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