JP2018074739A - Electric power unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress an increase in temperatures of first and second switching elements of a step up/down converter.SOLUTION: An electric power unit, when discharging electric charges of a capacitor, executes both-element control by which an insulation gate bipolar transistor of a first switching element and an insulation gate bipolar transistor of a second switching element are turned on and off at phases to reverse to each other, and further, when a temperature of at least one of the first switching element and the second switching element exceeds a prescribed temperature while executing the both-element control, executes one-element control by which one of the insulation gate bipolar transistor of the insulation gate bipolar transistors of the first and second switching elements is turned off and the other insulation gate bipolar transistor is turned on and off. This can reduce losses of the first and second switching elements so that an increase in temperatures of the first and second switching elements can be suppressed.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a power device.

  Conventionally, as this type of power device, an inverter that includes an inverter, a battery, a buck-boost converter, and a capacitor (smoothing capacitor) and controls the inverter and the buck-boost converter has been proposed (for example, a patent) Reference 1). The inverter drives a motor (motor generator). The step-up / step-down converter includes a first switching element, a second switching element, and a reactor. The first switching element is connected to a positive line in the first power line to which the inverter is connected. The second switching element is connected to the first switching element and the negative electrode side line in the first power line. The reactor is connected to a connection point between the first switching element and the second switching element and a positive line in the second power line to which the battery is connected. In this control device, when there is a request to stop the inverter, the inverter is stopped and the relay connected to the first power line is turned off, and the duty ratio in the switching control of the first and second switching elements of the buck-boost converter The first and second transistors of the first and second switching elements are turned on and off so that becomes a predetermined value. This discharges the capacitor.

International Publication 2015/068533

  However, in the above-described power device, the temperature of the first and second switching elements may rise due to on / off of the first and second transistors of the first and second switching elements. Since the temperature rise of the first and second switching elements is not desirable from the viewpoint of protection of the first and second switching elements, it is desired to be suppressed. In particular, in the case of using reverse conduction type insulated gate bipolar transistors in which insulated gate bipolar transistors and freewheel diodes are formed on the same semiconductor substrate as the first and second switching elements, the freewheel that is turned on When the insulated gate bipolar transistor connected to the diode is turned on / off, the loss of the free wheel diode increases and the loss of the first and second switching elements increases. For this reason, the temperature rise of the first and second switching elements becomes particularly large.

  The power device according to the present invention is a buck-boost converter having first and second switching elements in which an insulated gate bipolar transistor and a freewheeling diode are formed on the same semiconductor substrate. The main purpose is to suppress.

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

The power device of the present invention is
An inverter that drives the motor;
A power storage device;
Formed on the same semiconductor substrate as the first switching element connected to the positive line in the first power line including the insulated gate bipolar transistor and the freewheel diode formed on the same semiconductor substrate and connected to the inverter A second switching element including an insulated gate bipolar transistor and a freewheeling diode connected to the first switching element and a negative-side line of the first power line; the first switching element and the second switching element; A step-up / down converter having a connection point with an element and a reactor connected to a positive-side line in the second power line to which the power storage device is connected;
A capacitor attached to the first power line;
A control device for controlling the insulated gate bipolar transistors of the first and second switching elements of the inverter and the buck-boost converter;
A power device comprising:
The control device executes both element control to turn on and off the insulated gate bipolar transistor of the first switching element and the insulated gate bipolar transistor of the second switching element in opposite phases when discharging the electric charge of the capacitor,
Further, when the temperature of at least one of the first switching element and the second switching element exceeds a predetermined temperature when the control of both elements is being performed, the control device is configured to perform the first and second switching elements. One of the insulated gate bipolar transistors is fixed off, and the other element gate bipolar transistor is turned on / off.
This is the gist.

  In the power device of the present invention, when discharging the electric charge of the capacitor, both element control is performed to turn on and off the insulated gate bipolar transistor of the first switching element and the insulated gate bipolar transistor of the second switching element in opposite phases. Further, when the temperature of at least one of the first switching element and the second switching element exceeds a predetermined temperature while performing both-element control, the insulated gate bipolar transistors of the first and second switching elements One element control is performed to fix one insulated gate bipolar transistor to off and to turn on and off the other insulated gate bipolar transistor. In a switching element having an insulated gate bipolar transistor and a freewheel diode formed on the same semiconductor substrate, the gate is turned on and off when the gate of the insulated gate bipolar transistor connected to the freewheel diode that is turned on is fixed off. Compared with the case, the loss of the freewheel diode is reduced. Therefore, when the temperature of at least one of the first switching element and the second switching element exceeds a predetermined temperature when performing both element control, one of the insulated gate bipolar transistors of the first and second switching elements. The first and second switching elements are lost compared to the case where both elements are controlled by executing element control to fix one insulated gate bipolar transistor off and to turn on and off the other insulated gate bipolar transistor. Can be reduced. Therefore, the temperature rise of the first and second switching elements can be suppressed. Here, the “predetermined temperature” may be a temperature slightly lower than the upper limit temperature or the upper limit temperature of the first switching element and the second switching element, and preferably the upper limit of the free wheel diodes of the first switching element and the second switching element. The temperature may be slightly lower than the temperature or the upper limit temperature.

  In such a power device of the present invention, the power device includes a relay attached to the second power line, and the control device detects the collision and charges the capacitor in a state where the relay is turned off. The two-element control may be executed when discharging.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power device as an embodiment of the present invention. It is a block diagram which shows the outline of a structure of the electric drive system containing motor MG1, MG2. 5 is a flowchart showing an example of a boost control routine executed by an HVECU 70. It is explanatory drawing which shows an example of the time change of the transistors T31 and T32 when the electric current IL flows from the battery 50 in the direction of the inverters 41 and 42 or the electric current IL is 0. It is explanatory drawing which shows an example of the time change of ON / OFF of transistor T31, T32 when electric current IL is the electric current which flows into the direction of the battery 50 from the inverter 41,42. It is explanatory drawing which shows an example of the time change of ON / OFF of transistor T31, T32. It is explanatory drawing which shows an example of the voltage (V) -current (I) characteristic of FWD in RCIGBT.

  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 equipped with a power device as an embodiment of the present invention, and FIG. 2 is a configuration showing an outline of the configuration of an electric drive system including motors MG1 and MG2. FIG. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG <b> 1 and MG <b> 2, inverters 41 and 42, a battery 50, a step-up / down converter 55, and a system main relay 56. And an electronic control unit for hybrid (hereinafter referred to as “HVECU”) 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. .

  The engine ECU 24 receives signals from various sensors necessary for controlling the operation of the engine 22, for example, a crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22 from an input port. Has been.

  Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. A rotor of the motor MG2 is connected to the ring gear of the planetary gear 30. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. Inverters 41 and 42 are connected to motors MG1 and MG2 and to high voltage side power line 54a. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  The step-up / down converter 55 is connected to a high voltage side power line 54a to which the inverters 41 and 42 are connected and a low voltage side power line 54b to which the battery 50 is connected. This step-up / down converter 55 has two switching elements S1 and S2 and a reactor L. The switching element S1 includes a transistor T31 which is an insulated gate bipolar transistor (hereinafter referred to as “IGBT”) and a diode D31 which is a free wheel diode (hereinafter referred to as “FWD”) connected in parallel to the transistor T31 in the reverse direction. The transistor T31 and the diode D31 are configured as reverse conducting gate bipolar transistors (hereinafter referred to as “RCIGBT”) formed on the same semiconductor substrate. The switching element S1 is connected to the positive electrode side line of the high voltage side power line 54a. The switching element S2 includes a transistor T32 that is an IGBT and a diode D32 that is an FWD connected in parallel to the transistor T32 in the reverse direction. The transistor T32 and the diode D32 are configured as an RCIGBT formed on the same semiconductor substrate. Yes. The switching element S2 is connected to the switching element S1 and the negative side line of the high voltage side power line 54a and the low voltage side power line 54b. Reactor L is connected to a connection point between switching elements S1 and S2 and a positive electrode side line of low voltage side power line 54b. The buck-boost converter 55 boosts the power of the low voltage side power line 54b and supplies it to the high voltage side power line 54a by adjusting the ratio of the on-time of the transistors T31 and T32 by the motor ECU 40. The power of the side power line 54a is stepped down and supplied to the low voltage side power line 54b. A smoothing capacitor 57 is attached to the positive electrode side line and the negative electrode side line of the high voltage side power line 54a, and a smoothing capacitor 57 is attached to the positive electrode side line and the negative electrode side line of the low voltage side power line 54b. A capacitor 58 is attached.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .

  Signals from various sensors necessary for driving and controlling the motors MG1, MG2 and the step-up / down converter 55 are input to the motor ECU 40 via the input port. Examples of signals input to the motor ECU 40 include rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. Further, the voltage of the capacitor 57 (voltage of the high voltage side power line 54a) VH from the voltage sensor 57a attached between the terminals of the capacitor 57 and the voltage of the capacitor 58 from the voltage sensor 58a attached between the terminals of the capacitor 58. (Voltage of the low voltage side power line 54b) VL can also be mentioned. Furthermore, element temperature TS1, TS2 from temperature sensor 55a, 55b which detects the temperature of switching element S1, S2 of the buck-boost converter 55 can also be mentioned.

  From the motor ECU 40, switching control signals to switching elements (not shown) of the inverters 41 and 42, switching control signals to the transistors T31 and T32 of the step-up / down converter 55, and the like are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the low voltage side power line 54b. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of signals input to the battery ECU 52 include a battery voltage Vb from a voltage sensor installed between terminals of the battery 50, a battery current Ib from a current sensor attached to an output terminal of the battery 50, and a battery 50 attached to the battery 50. The battery temperature Tb from the obtained temperature sensor can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. Battery ECU 52 calculates power storage rate SOC based on the integrated value of battery current Ib from the current sensor. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

  The system main relay 56 is provided closer to the battery 50 than the capacitor 58 in the low voltage side power line 54b. This system main relay 56 is on / off controlled by the HVECU 70 to connect and disconnect the battery 50 and the step-up / down converter 55 side.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU.

  Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. Furthermore, the vehicle body acceleration α from the acceleration sensor 89 attached to the center portion or both side portions on the front side of the vehicle body can also be mentioned.

  As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

   In the hybrid vehicle 20 of the embodiment configured in this way, the vehicle travels in a travel mode such as a hybrid travel mode (HV travel mode) or an electric travel mode (EV travel mode). The HV traveling mode is a traveling mode in which traveling is performed with the operation of the engine 22 and the driving of the motors MG1 and MG2. The EV traveling mode is a traveling mode in which the engine 22 is stopped and the motor MG2 is driven to travel.

  In the HV traveling mode, the HVECU 70 first sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Subsequently, the required power Trd * is calculated by multiplying the required torque Tr * by the rotational speed Np of the drive shaft 36. Here, as the rotational speed Np of the drive shaft 36, the rotational speed Nm2 of the motor MG2 and the rotational speed obtained by multiplying the vehicle speed V by a conversion factor can be used. Then, the required power Pe * required for the vehicle is calculated by subtracting the required charge / discharge power Pb * of the battery 50 (a positive value when discharging from the battery 50) from the travel power Pdrv *. Next, the target rotational speed Ne * and the target torque Te * of the engine 22 and the torques of the motors MG1 and MG2 are output so that the required power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36. The commands Tm1 * and Tm2 * are set, and the motor MG1 and MG2 are driven at a target voltage (voltage command) of the high-voltage side power line 54a so that the motors MG1 and MG2 can be driven at a target drive point consisting of the rotational speeds Nm1 and Nm2. ) VH * is set and transmitted to the engine ECU 24 and the motor ECU 40. Specifically, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and the target voltage VH * of the high voltage side power line 54a. Is transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotational speed Ne * and the target torque Te * of the engine 22, the intake air of the engine 22 is operated so that the engine 22 is operated based on the received target rotational speed Ne * and the target torque Te *. Perform quantity control, fuel injection control, ignition control, etc. When the motor ECU 40 receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and the target voltage VH * of the high voltage side power line 54a, the motor ECU 40 drives the motors MG1 and MG2 with the torque commands Tm1 * and Tm2 *. Switching control of the switching elements 41 and 42 is performed, and switching control of the transistors T31 and T32 of the step-up / down converter 55 is performed so that the voltage VH of the high voltage side power line 54a becomes the target voltage VH *. In this HV traveling mode, when the required power Pe * reaches the stop threshold value Pstop or less, it is determined that the stop condition of the engine 22 is satisfied, the operation of the engine 22 is stopped, and the EV traveling mode is entered. .

   In the EV travel mode, the HVECU 70 first sets the required torque Tr * as in the HV travel mode. Subsequently, a value 0 is set in the torque command Tm1 * of the motor MG1. Then, the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the drive shaft 36, and the target voltage VH * of the high voltage side power line 54a is set in the same manner as when traveling in the HV traveling mode. It sets and transmits to motor ECU40. Then, the motor ECU 40 that has received the torque commands Tm1 *, Tm2 * and the target voltage VH * of the high-voltage side power line 54a receives the inverters 41, 42 so that the motors MG1, MG2 are driven by the torque commands Tm1 *, Tm2 *. The switching control of the switching elements and the transistors T31 and T32 of the buck-boost converter 55 are performed so that the voltage VH of the high voltage side power line 54a becomes the target voltage VH *. When traveling in the EV traveling mode, the engine 22 is turned on when the engine 22 starting condition is satisfied, for example, when the required power Pe * calculated in the same manner as in the traveling in the HV traveling mode reaches a starting threshold value Pstart or more. Start and shift to traveling in the HV traveling mode.

  In the hybrid vehicle 20 of the embodiment, the system main relay 56 is turned off when a vehicle collision is detected, and the operation of the engine 22 is stopped when the engine 22 is operating. In the embodiment, the collision of the vehicle is detected when the vehicle body acceleration α detected by the acceleration sensor 89 exceeds the threshold value αref for collision determination.

  Next, switching control of the step-up / down converter 55 in the hybrid vehicle 20 of the embodiment thus configured will be described. FIG. 3 is a flowchart showing an example of a boost control routine executed by the HVECU 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When this routine is executed, the HVECU 70 executes a process of inputting the collision control flag F (step S100). The collision control flag F is a flag that is set to a value of 1 when a collision is detected, and is set to a value of 0 as an initial value.

  Subsequently, it is checked whether or not the input collision control flag F is 0 (step S110). When the collision control flag F is 0, it is subsequently determined whether or not a vehicle collision has been detected (step S120). As described above, the collision of the vehicle is detected when the vehicle body acceleration α detected by the acceleration sensor 89 exceeds the threshold value αref for collision determination.

  If no collision is detected in the process of step S120, an element drive execution request for fixing one of the transistors T31 and T32 to be turned off and the other to be turned on and off is transmitted to the motor ECU 40 (step S120). End the routine. The motor ECU 40 that has received the execution request for the one-way element drive controls the buck-boost converter 55 so that one of the transistors T31 and T32 is fixed off and the other is turned on and off according to the direction of the current IL flowing through the reactor L. The element control for controlling the transistors T31 and T32 is executed. FIG. 4 is an explanatory diagram showing an example of ON / OFF time change of the transistors T31 and T32 when the current IL flows from the battery 50 in the direction of the inverters 41 and 42 or when the current IL is 0. FIG. 5 is an explanatory diagram illustrating an example of time variation of ON / OFF of the transistors T31 and T32 when the current IL is a current flowing from the inverters 41 and 42 toward the battery 50. When the current IL is a current flowing from the battery 50 in the direction of the inverters 41 and 42, or when the current IL has a value of 0, as shown in FIG. 3, the transistor T31 is fixed off and the transistor T32 is turned on / off. At this time, in the switching element S31, a current flows from the battery 50 to the inverters 41 and 42 via the diode D31. When the current IL is a current flowing from the inverters 41 and 42 toward the battery 50, as shown in FIG. 4, the transistor T32 is fixed to be off and the transistor T31 is turned on and off. In this way, by fixing one of the transistors T31 and T32 off and turning on the other, the loss of the switching elements S1 and S2 can be reduced.

  When it is determined in step S120 that a collision has been detected, the collision flag F is set to a value 1 (step S140), and whether or not element heating at which the switching elements S1 and S2 have a relatively high temperature has occurred. Is determined (step S150). In this determination, the element temperatures TS1 and TS2 of the temperature sensors 55a and 55b that detect the temperatures of the switching elements S1 and S2 are input via the motor ECU 40, and at least one of the element temperatures TS1 and TS2 exceeds the predetermined temperature Tref. Sometimes, it is determined that element heating has occurred. Here, the predetermined temperature Tref is a value that is predetermined as a temperature that is slightly lower than the upper limit temperature and upper limit temperature of the switching elements S1 and S2, or slightly lower than the upper limit temperature and upper limit temperature of the diodes D31 and D32 of the switching elements S2 and S2. It is good also as temperature, for example, they are 80 degreeC, 85 degreeC, and 90 degreeC.

  When it is determined in step S150 that element heating has not occurred, a request to execute both element driving for turning on and off the transistors T31 and T32 in opposite phases is transmitted (step S160), and this routine is terminated. . The motor ECU 40 that has received the request to execute both-element control executes both-element control for controlling the transistors T31 and T32 so as to be turned on / off in the opposite phase. FIG. 6 is an explanatory diagram illustrating an example of time variation of ON / OFF of the transistors T31 and T32. In both element control, the transistors T31 and T32 are turned on and off, so that the loss of the switching elements S1 and S2 is larger than that in the direction element control. Further, since the switching elements S1 and S2 are configured as RCIGBT, the loss of the switching elements S1 and S2 due to turning on and off the transistors T31 and T32 is caused by the IGBT in which the IGBT and the FWD are not formed on the same semiconductor substrate. It becomes larger than that. FIG. 7 is an explanatory diagram showing an example of the voltage (V) -current (I) characteristics of the FWD in the RCIGBT. In the figure, the solid line represents the voltage-current characteristics of the FWD when the gate of the IGBT is turned on. A broken line is a voltage-current characteristic of the FWD when the gate of the IGBT is turned off. In the RCIGBT, as shown in the figure, when the gate of the IGBT is turned on, the voltage applied to the FWD becomes larger than when the gate is turned off, so that the loss of the FWD becomes larger. Therefore, both element controls for turning on and off the transistors T31 and T32 have a greater loss than the element control for fixing one transistor off. As described above, by executing the two-element control, the loss of the switching elements S1 and S2 becomes larger, so that the charges of the capacitors 57 and 58 can be discharged more quickly.

  If it is determined in step S150 that element heating has occurred, the process proceeds to step S120, a direction element drive execution request is transmitted (step S120), and this routine ends. The motor ECU 40 that has received the execution request for the one-way element driving controls the transistors T31 and T32 so that one of the transistors T31 and T32 is fixed to OFF according to the direction of the current IL flowing through the reactor L and the other is turned ON / OFF. Execute element control. In the two-way element control, the loss of the switching elements S1 and S2 is smaller than in the two-element control. Therefore, when it is determined that element heating has occurred, the loss of the switching elements S1 and S2 can be reduced by executing the direction element control, and the temperature rise of the switching elements S1 and S2 is suppressed. can do.

  When it is determined in step S110 that the collision control flag F has a value of 1, it is determined that a collision has already been detected, and the process proceeds to step S150. When element heating has not occurred, both elements are driven. Is sent to the motor ECU 40 (step S160), and when element heating is occurring, a request to execute element driving is sent to the motor ECU 40 (step S120), and this routine is terminated.

  According to the hybrid vehicle 20 of the embodiment described above, when a collision is detected and the electric charges of the capacitors 57 and 58 are discharged, both element control is executed, and element heating occurs when both element control is executed. When this is done, an increase in the temperature of the switching elements S1, S2 can be suppressed by executing the direction element control.

  In the embodiment, the control of the step-up / down converter 55 when the collision is detected and the electric charge of the capacitor 57 is discharged is illustrated. However, the step-up / step-down step when discharging the electric charge of the capacitor 57 with different requirements from the collision and detection. You may apply to control of the converter 55. FIG.

  In the embodiment, the case where the present invention is applied to the hybrid vehicle 20 having the engine 22, the planetary gear 30, and the motors MG1 and MG2 is illustrated, but the motor, the inverter that drives the motor, the battery, and the battery are connected. Electric vehicle comprising a step-up / step-down converter for exchanging electric power with a change in voltage between the second electric power line and the first electric power line to which the inverter is connected, and a capacitor attached to the first electric power line You may apply to. Moreover, it is not limited to what is applied to such a hybrid vehicle or an electric vehicle, You may apply to what kind of thing as long as it is an electric power apparatus provided with a motor, an inverter, a battery, and a capacitor | condenser. Further, the battery may be a power storage device capable of storing electric charge, and may be a capacitor, for example.

  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 inverter 41 corresponds to an “inverter”, the battery 50 corresponds to a “power storage device”, the buck-boost converter 55 corresponds to a “boost-boost converter”, the capacitor 57 corresponds to a “capacitor”, and the motor The ECU 40 and the HVECU 70 correspond to a “control device”.

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

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

  The present invention can be used in the power device manufacturing industry.

  20 hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 39c, 39d Wheel, 40 Electronic control unit for motor (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 52 Electronic control unit for battery (battery ECU), 54a High voltage side power line, 54b Low voltage Side power line, 55 Buck-boost converter, 56 System main relay, 57, 58 capacitor, 57a, 58a Voltage sensor, 70 Electronic control unit for hybrid (HVECU), 80 Ignition 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, 89 acceleration sensor, D31, D32 diode, L reactor, MG1, MG2, motor, T31, T32 transistor.

Claims (1)

An inverter that drives the motor;
A power storage device;
A first switching element connected to a positive-side line in a first power line to which the inverter is connected and having an insulated gate bipolar transistor and a freewheel diode formed on the same semiconductor substrate; the first switching element; A second switching element having an insulated gate bipolar transistor and a freewheeling diode connected to a negative-side line in one power line formed on the same substrate; and a connection between the first switching element and the second switching element. A step-up / down converter having a point and a reactor connected to a positive-side line in the second power line to which the power storage device is connected;
A capacitor attached to the first power line;
A control device for controlling the inverter and the first and second switching elements;
A power device comprising:
The control device executes both element control to turn on and off the insulated gate bipolar transistor of the first switching element and the insulated gate bipolar transistor of the second switching element in opposite phases when discharging the electric charge of the capacitor,
Further, when the temperature of at least one of the first switching element and the second switching element exceeds a predetermined temperature when the control of both elements is being performed, the control device is configured to perform the first and second switching elements. One of the insulated gate bipolar transistors is turned off and the other insulated gate bipolar transistor is turned on / off.
Power equipment.

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