JP4040587B2 - Cooling control device for high-voltage components of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly operate a cooling fan when cooling a plurality of high-voltage electric apparatuses by a blast from a single cooling fan. <P>SOLUTION: This controller determines whether there is a possibility of a temperature (battery temperature TB, DC-DC converter temperature TD, PDU temperature TP) of a high-voltage component reaching a cooling-requested temperature (#TB2, #TD2, #TP2)being a determination threshold determined that there is the necessity of cooling by cooling fan, or over. This so controls the drive of the high-voltage electric component determined that there is no possibility of reaching the cooling-requested temperature cooperatively as to accelerate the temperature rise of the high-voltage electric component. Thus, this reduces the relative difference of temperature states between the high-voltage electric component determined that there is a possibility of reaching the cooling-requested temperature and the high-voltage electric component determined that there is no possibility. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a cooling control device for high-voltage electrical components of a hybrid vehicle driven by an internal combustion engine and a motor.

2. Description of the Related Art Conventionally, for example, in a hybrid vehicle that includes an internal combustion engine and a motor as drive sources, and travels by transmitting the driving force of at least one of the internal combustion engine and the motor to drive wheels, the idle operation of the internal combustion engine is stopped. A control device that predicts whether or not the stop is executed and stops the operation of the cooling fan that cools the high-voltage equipment (particularly, the high-voltage battery) at a timing before the idle stop is executed (for example, Patent Document 1). See).
JP 2001-103612 A

By the way, in the control device according to the above prior art, a ventilation duct for cooling a plurality of high voltage equipment is provided by blowing air from a single cooling fan, and cooling is required for at least one of the plurality of high voltage equipment. If it is determined that the cooling fan is activated when it is determined that the energy is required, the energy required for cooling may be excessively consumed. That is, for example, a plurality of high voltage equipment such as a battery, an inverter, and a DC-DC converter have different temperatures depending on their operating states, and the threshold temperatures (cooling required temperatures) that are determined to require cooling are mutually different. If it is set to a different value, the temperature of the other high-piezoelectric equipment may be below the required cooling temperature even if the temperature of any one of the high-piezoelectric equipment exceeds the required cooling temperature. When the cooling fan is operated in this state, unnecessary cooling is performed on the high voltage equipment having a temperature lower than the required cooling temperature.
The present invention has been made in view of the above circumstances, and is a high-voltage component of a hybrid vehicle that can appropriately operate a cooling fan when cooling a plurality of high-voltage devices by blowing air from a single cooling fan. An object is to provide a cooling control device.

  In order to solve the above-described problems and achieve the object, a cooling control apparatus for a high-voltage electrical component of a hybrid vehicle according to a first aspect of the present invention includes an internal combustion engine and a motor as a power source of the vehicle, A cooling control device for a high-voltage electrical component of a hybrid vehicle capable of traveling by transmitting a driving force of either an internal combustion engine or the motor to a drive wheel, wherein at least an operating state of the motor is set as the high-voltage electrical component Motor control means for controlling (for example, power drive unit (PDU) 14 in the embodiment) and power storage device for transferring electric energy to and from the motor via the motor control means (for example, high voltage battery in the embodiment) 15) and transformer means for stepping down and outputting the terminal voltage of the power storage device or the output voltage of the motor (for example, in the embodiment) C-DC converter 19), and temperature sensors (for example, battery temperature sensor 23, PDU temperature sensor 24, DC- in the embodiment) that detect the temperatures of the motor control unit, the power storage device, and the transformer unit. DC converter temperature sensor 25), a cooling fan (for example, cooling fan 36 in the embodiment) for blowing cooling air to the power storage device, the motor control means, and the transformer means, and each detected by the temperature sensor Comparison means (for example, step S13, step S16, step S23, step S26, step S34, step S37, step S42, step S46 in the embodiment) for comparing the temperature with a predetermined cooling request temperature, and the comparison means Cooling fan control hand that drives and controls the cooling fan based on the comparison result by (For example, step S14, step S17, step S24, step S27, step S35, step S38, step S43, step S47 in the embodiment) and any of at least the motor control unit, the power storage device, and the transformation unit Reachability determination means for determining whether there is a possibility that one temperature reaches the required cooling temperature based on each temperature detected by the temperature sensor (for example, step S04 in the embodiment, Step S06, Step S08, Step S11, Step S21, Step S31, Step S32, Step S40) and the reachability determination means determine that any one of the temperatures may reach the required cooling temperature. The high-voltage electrical component that has been determined to have no possibility. Drive control means (for example, step S15, step S25, step S36, step S41, step S44, and step S45 in the embodiment) for controlling the drive so as to promote the temperature rise of the high piezoelectric component. Features.

According to the cooling control apparatus for high-voltage electrical components of the hybrid vehicle having the above configuration, the reachability determination means includes, for example, a motor control means such as an inverter, a power storage device such as a high-voltage battery, and a transformer means such as a DC-DC converter. On the other hand, it is determined whether there is a possibility that the temperature of any one of these high-voltage electrical components will reach a predetermined required cooling temperature.
If it is determined in the determination result of the reachability determination means that there is a possibility that the temperature of any one of the high-voltage components reaches a predetermined required cooling temperature, the drive control means In a timing before the temperature of the component reaches a predetermined cooling request temperature, the high-piezoelectric component determined to be impossible by the reachability determining means is urged to increase the temperature of the high-piezoelectric component, In other words, drive control is coordinated. In other words, the drive control that promotes the temperature rise that is appropriately executed at any timing with respect to the high-piezoelectric component having a relatively low temperature, according to the temperature state of the other high-piezoelectric component having a relatively high temperature, In other words, the temperature of the high-piezoelectric component that is determined to be not possible by the reachability determination unit is increased toward a predetermined required cooling temperature by executing it at an early timing. Thereby, the difference of the relative temperature state of the high-piezoelectric equipment component determined to have a possibility and the high-piezoelectric equipment component determined to have no possibility can be reduced. After this, for example, even when the cooling fan is operated when the temperature of at least one of the high piezoelectric components exceeds a predetermined cooling required temperature, the temperature of the other high piezoelectric components is higher than the required cooling temperature. It is possible to prevent excessive cooling from being performed by the cooling fan at an excessively low temperature, and to perform appropriate and effective cooling for each high piezoelectric component.

  Furthermore, in the cooling control apparatus for high-voltage electrical components of the hybrid vehicle according to the second aspect of the present invention, the cooling fan control means includes the motor control means, the power storage device, and the temperature among the temperatures detected by the temperature sensor, When the temperature of any one of the transformer means is higher than the required cooling temperature, the cooling fan is driven, and the temperature of the high-piezoelectric component controlled by the drive control means is lower than the required cooling temperature Further, the driving of the cooling fan is prohibited.

  According to the cooling control apparatus for a high-voltage electrical component of a hybrid vehicle having the above-described configuration, drive control is performed for the high-voltage electrical component that has been determined by the reachability determination means that the temperature is not likely to reach a predetermined required cooling temperature. Even after the drive is controlled so as to promote the temperature rise by means, if the temperature is lower than the required cooling temperature, the cooling fan is prohibited from being driven, so that unnecessary cooling of each high-voltage component is avoided. Can be prevented.

  Furthermore, in the cooling control apparatus for high-voltage electrical components of the hybrid vehicle according to the third aspect of the present invention, the apparatus includes a low-voltage battery (for example, 12V battery 18 in the embodiment) that is charged by the output of the transformer. The drive control means charges the low-voltage battery by the transformer means.

  According to the cooling control device for high-voltage electrical parts of the hybrid vehicle having the above-described configuration, as drive control that promotes the temperature rise of the transforming means, the terminal voltage of the power storage device or the output voltage of the motor is stepped down to charge the low-voltage battery, It is possible to prevent the energy required for the temperature rise of the transformer from being consumed unnecessarily and to effectively use it as electric energy charged in the low-voltage battery.

  Furthermore, in the cooling control apparatus for high-voltage electrical components of the hybrid vehicle according to the fourth aspect of the present invention, the drive control means discharges the power storage device by driving or regenerating the motor by the motor control means. It is characterized by charging.

  According to the cooling control apparatus for high-voltage electrical components of a hybrid vehicle having the above-described configuration, the energy required for increasing the temperature of the motor driving means is improved by improving the fuel consumption by driving the motor as drive control for promoting the temperature increase of the motor control means. In addition, by regeneratively operating the motor, the energy required for increasing the temperature of the motor driving means can be effectively used as electrical energy charged in the high-voltage power storage device.

According to the cooling control apparatus for a high voltage electrical component of the hybrid vehicle of the present invention described in claim 1, when operating the cooling fan that cools the high voltage electrical component having a relatively high temperature, the temperature of the other high voltage electrical component is increased. However, it is possible to prevent excessive cooling from being performed by the cooling fan at a temperature that is excessively lower than the required cooling temperature, and to perform appropriate and effective cooling for each high-piezoelectric component.
Furthermore, according to the cooling control apparatus for a high voltage electrical equipment part of the hybrid vehicle of the present invention described in claim 2, it is possible to prevent unnecessary cooling from being performed on each high voltage electrical equipment part.
Furthermore, according to the cooling control apparatus for a high voltage electrical equipment part of the hybrid vehicle according to the third aspect of the present invention, it is possible to prevent the energy required for the temperature rise of the transformer means from being wasted and to charge the low voltage battery. It can be effectively used as electrical energy.
Furthermore, according to the cooling control apparatus for a high-voltage electrical component for a hybrid vehicle according to the fourth aspect of the present invention, it is possible to prevent wasteful consumption of energy required for increasing the temperature of the motor drive means.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a cooling control apparatus for a high-voltage electrical component of a hybrid vehicle according to the present invention will be described with reference to the accompanying drawings.
A parallel hybrid vehicle 1 (hereinafter simply referred to as a hybrid vehicle 1) equipped with a high-voltage electrical component cooling control device 10 for a hybrid vehicle according to this embodiment includes, for example, an internal combustion engine (ENG) 11 as shown in FIG. The motor (MOT) 12 and the transmission (T / M) 13 are directly connected in series. The driving force of both the internal combustion engine 11 and the motor 12 is distributed between left and right driving wheels (front wheels or rear wheels) W, W from a transmission 13 such as an automatic transmission (AT) or a manual transmission (MT). It is transmitted to the drive wheels W of the vehicle via a differential (not shown). Further, when the driving force is transmitted from the driving wheel W side to the motor 12 side during deceleration of the hybrid vehicle 1, the motor 12 functions as a generator to generate a so-called regenerative braking force, and the kinetic energy of the vehicle body is used as electric energy. to recover. Furthermore, the motor 12 is driven as a generator by the output of the internal combustion engine 11 in accordance with the operating state of the hybrid vehicle 1 to generate power generation energy.

For example, a motor 12 composed of a three-phase (U phase, V phase, W phase) DC brushless motor or the like is connected to a power drive unit (PDU) 14. The power drive unit 14 includes a PWM inverter by pulse width modulation (PWM) having a bridge circuit formed by bridge connection using a plurality of transistor switching elements.
The power drive unit 14 is a high-pressure nickel-type that exchanges power with the motor 12 (for example, supply power supplied to the motor 12 during driving or assist operation of the motor 12 or regenerative power output from the motor 12 during regeneration operation). A hydrogen battery (high voltage battery) 15 is connected.
The power drive unit 14 receives a control command from the control device 16 and controls the driving and regenerative operation of the motor 12. For example, when the motor 12 is driven, DC power output from the high voltage battery 15 is converted into three-phase AC power and supplied to the motor 12 based on a torque command output from the control device 16. On the other hand, during the regenerative operation of the motor 12, the three-phase AC power output from the motor 12 is converted to DC power to charge the high voltage battery 15.
The power conversion operation of the power drive unit 14 is controlled according to a pulse input from the control device 16 to each switching element of the PWM inverter, that is, a pulse for driving each switching element on / off by pulse width modulation (PWM). A map (data) of the duty of the pulse, that is, the on / off ratio is stored in the control device 16 in advance.

A 12V battery 18 for driving an electric load 17 composed of various auxiliary machines is connected in parallel to the power drive unit 14 and the high voltage battery 15 via a DC-DC converter 19.
The DC-DC converter 19 whose power conversion operation is controlled by the control device 16 is, for example, a bidirectional DC-DC converter, and the terminal voltage (storage voltage VB) of the high-voltage battery 15 or the motor 12 is regenerated or boosted. When the terminal voltage of the power drive unit 14 is lowered to a predetermined voltage value to charge the 12V battery 18 and the remaining capacity (SOC: State Of Charge) of the high voltage battery 15 is reduced, the 12V battery The high-voltage battery 15 can be charged by boosting the terminal voltage of 18.

The control device 16 controls the operation state of the internal combustion engine 11, each power conversion operation of the power drive unit 14 and the DC-DC converter 19, the operation state of the electric load 17, and the like.
For this reason, the control device 16 includes, for example, various sensors that detect the state of the power plant (that is, the internal combustion engine 11 and the motor 12) (for example, a rotational speed sensor that detects the rotational speed of the internal combustion engine 11 and a rotor of the motor 12). In addition to signals output from various sensors for detecting the state of the hybrid vehicle 1 (for example, vehicle speed sensors for detecting the speed). A signal output from the battery voltage sensor 21 for detecting the storage voltage VB of the high voltage battery 15, a signal output from the battery current sensor 22 for detecting the charging current and the discharging current of the high voltage battery 15, A signal output from a battery temperature sensor 23 for detecting a temperature (battery temperature) TB, and a power drive unit 4 is output from a PDU temperature sensor 24 that detects a temperature (PDU temperature) TP and a DC-DC converter temperature sensor 25 that detects a temperature (DC-DC converter temperature) TD of the DC-DC converter 19. Signal is input.

For example, when the control device 16 controls the power drive unit 14 to charge the high voltage battery 15, the control device 16 synchronizes the pulses sent to the PWM inverter based on the output waveform of the rotation angle sensor, and the PWM inverter To step up to a predetermined voltage value. That is, the control device 16 stores in advance a duty map (data) corresponding to the rotation speed of the motor 12 for obtaining a predetermined voltage value, and the control device 16 refers to this map (data). Thus, the duty of a pulse for driving on / off each switching element of the PWM inverter is controlled.
Further, the control device 16 calculates the remaining capacity of the high voltage battery 15 by, for example, a current integration method. In this current integration method, the control device 16 calculates the integrated charge amount and the integrated discharge amount by integrating the charge current and discharge current of the high voltage battery 15 detected by the voltage sensor 21 for each predetermined period, and these integrated charges. The remaining capacity is calculated by adding or subtracting the amount and the accumulated discharge amount to the initial state or the remaining capacity immediately before the start of charging / discharging. At this time, the control device 16 performs, for example, a predetermined correction process for an internal resistance or the like that changes depending on the battery temperature TB or a predetermined correction process according to the stored voltage VB of the high-voltage battery 15.

The high-voltage electrical equipment cooling device 30 according to this embodiment includes an intake duct 31, a battery box 32, a heat sink case 33, an exhaust duct 34, an exterior box 35, and a cooling fan 36.
The intake duct 31 includes a cooling air inlet 42 that is opened and closed by a shutter 41. The battery box 32 is formed in a box shape, and the upper opening 32 a of the battery box 32 is connected to the lower opening 31 a of the intake duct 31. A high voltage battery 15 is accommodated inside the battery box 32 and cooling air can be circulated.
The heat sink case 33 is formed in a box shape, and the upper opening 33 b of the heat sink case 33 is connected to the lower opening 34 a of the exhaust duct 34. A heat sink is provided inside the heat sink case 33 and cooling air can be circulated. The power drive unit 14 and the DC-DC converter 19 are installed on the outer surface of the heat sink case 33.

  The battery box 32, the heat sink case 33, the power drive unit 14, and the DC-DC converter 19 are surrounded by an exterior box 35. The exterior box 35 is formed in a box shape having openings 35a and 35b in the upper part. One opening 35 a is connected in a sealed state to a connection portion between the lower opening 31 a of the intake duct 31 and the upper opening 32 a of the battery box 32, and the other opening 35 b is connected to the lower opening 34 a of the exhaust duct 34 and the heat sink case 33. The exterior box 35 is hermetically sealed by being connected to a connection portion with the upper opening 33a in a sealed state. The internal space of the exterior box 35 allows the lower opening 32 b of the battery box 32 and the lower opening 33 b of the heat sink case 33 to communicate with each other.

  The exhaust duct 34 includes a cooling air outlet 43, and a cooling fan 36 is provided at the cooling air outlet 43. The cooling fan 36 and the shutter 41 operate in conjunction with each other. When the cooling fan 36 is rotated, the shutter 41 is opened, and when the cooling fan 36 is stopped, the shutter 41 is closed. The battery box 32, the heat sink case 33 and the exterior box 35 constitute an electrical box 50.

In the high voltage electrical equipment cooling device 30 configured as described above, when the cooling fan 36 is rotated, the shutter 41 is opened, and cooling air is introduced into the intake duct 31 from the cooling air inlet 42. The cooling air introduced into the intake duct 31 is discharged from the intake duct 31 through the battery box 32 into the exterior box 35. The cooling air exchanges heat with the high-voltage battery 15 when passing through the battery box 32, whereby the high-voltage battery 15 is cooled, and the cooling air is slightly heated and discharged into the exterior box 35. Become.
In addition, since the management temperature of the high voltage battery 15 is set relatively low, the temperature rise of the cooling air due to the cooling of the high voltage battery 15 is sufficient as a temperature for cooling the power drive unit 14 and the DC-DC converter 19. The temperature is very low.

The cooling air discharged into the exterior box 35 is introduced into the heat sink case 33 because the interior of the exterior box 35 is in a sealed state. That is, the interior of the exterior box 35 serves as a cooling air passage 51 that guides the cooling air after cooling the high-voltage battery 15 to the power drive unit 14 and the DC-DC converter 19.
Then, the cooling air introduced into the heat sink case 33 flows through the heat sink case 33 and is discharged to the exhaust duct 34, and is further drawn into the cooling fan 36 via the cooling air outlet 41 and discharged to the outside.
The cooling air exchanges heat with the heat sink when passing through the heat sink case 33. Since heat of the power drive unit 14 and the DC-DC converter 19 is transferred to the heat sink via the heat sink case 33, the power drive unit 14 and the DC-DC converter 19 are cooled by heat exchange between the cooling air and the heat sink. Become.

  The high-voltage electrical component cooling control apparatus 10 of the hybrid vehicle according to the present embodiment has the above-described configuration. Next, the operation of the high-voltage electrical component cooling control apparatus 10 of the hybrid vehicle, in particular, the cooling fan 36 is operated, An operation for cooling the high voltage battery 15, the power drive unit 14, and the DC-DC converter 19 will be described.

First, for example, in step S01 shown in FIG. 3, the temperature (battery temperature) TB of the high voltage battery 15 is acquired from the battery temperature sensor 23.
Next, in step S <b> 02, the temperature (PDU temperature) TP of the power drive unit 14 is acquired from the PDU temperature sensor 24.
Next, in step S03, the temperature (DC-DC converter temperature) TD of the DC-DC converter 19 is acquired from the DC-DC converter temperature sensor 25.
In step S04, it is determined whether or not the acquired battery temperature TB is equal to or higher than a predetermined cooling request predicted temperature # TB1. The predicted cooling request temperature # TB1 is a determination threshold value for determining that the battery temperature TB may be equal to or higher than a predetermined cooling request temperature # TB2, and is, for example, a predetermined cooling request temperature # TB2 (for example, , 40 ° C.) by a predetermined temperature (for example, 5 ° C.) (ie, # TB1 = 35 ° C.). The required cooling temperature # TB2 is a determination threshold value for determining that the high-voltage battery 15 needs to be cooled. When the battery temperature TB is higher than the required cooling temperature # TB2, the cooling fan 36 operates. It is supposed to be.
If this determination is “YES”, the flow proceeds to step S 05, a battery cooling request process described later is executed, and the series of processes is terminated.
On the other hand, if this determination is “NO”, the flow proceeds to step S 06.

In step S06, it is determined whether or not the acquired DC-DC converter temperature TD is equal to or higher than a predetermined cooling request predicted temperature # TD1. The predicted cooling request temperature # TD1 is a determination threshold value for determining that the DC-DC converter temperature TD may be equal to or higher than the predetermined cooling request temperature # TD2, and is, for example, the predetermined cooling request temperature #. It is a temperature (that is, # TD1 = 55 ° C.) lower than the TD 2 (eg 60 ° C.) by a predetermined temperature (eg 5 ° C.). The cooling request temperature # TD2 is a determination threshold for determining that the DC-DC converter 19 needs to be cooled, and when the DC-DC converter temperature TD is higher than the cooling request temperature # TD2, The cooling fan 36 is activated.
If this determination is “YES”, the flow proceeds to step S 07, a DC-DC converter request process described later is executed, and the series of processes is terminated.
On the other hand, if this determination is “NO”, the flow proceeds to step S08.

In step S08, it is determined whether or not the acquired PDU temperature TP is equal to or higher than a predetermined cooling request predicted temperature # TP1. The predicted cooling request temperature # TP1 is a determination threshold for determining that the PDU temperature TP may be equal to or higher than the predetermined cooling request temperature # TP2, and is, for example, a predetermined cooling request temperature # TP2 (for example, , 75 ° C., etc.) by a predetermined temperature (for example, 5 ° C., etc.) (ie, # TP1 = 70 ° C.). The required cooling temperature # TP2 is a determination threshold value for determining that the power drive unit 14 needs to be cooled. When the PDU temperature TP is higher than the required cooling temperature # TP2, the cooling fan 36 is activated. It is supposed to be.
If this determination is “YES”, the flow proceeds to step S 09, a PDU request process described later is executed, and the series of processes is terminated.
On the other hand, when the determination result is “NO”, the series of processing ends.

The battery cooling request process in step S05 described above will be described below.
First, for example, in step S11 shown in FIG. 4, it is determined whether or not the acquired DC-DC converter temperature TD is equal to or higher than a predetermined cooling request predicted temperature # TD1.
If this determination is “NO”, the flow proceeds to step S 15 described later.
On the other hand, if this determination is “YES”, the flow proceeds to step S12.
In step S12, as normal control, for example, each power conversion operation of the power drive unit 14 and the DC-DC converter 19 and the operating state of the electric load 17 are controlled according to the state of the vehicle.
In step S13, it is determined whether or not the battery temperature TB is equal to or higher than a predetermined required cooling temperature # TB2 or the DC-DC converter temperature TD is equal to or higher than a predetermined required cooling temperature # TD2.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S 14, the operation of the cooling fan 36 is started, and the series of processes is ended.

Further, in step S <b> 15, control is performed to start or accelerate charging of the 12V battery 18 by the power conversion operation of the DC-DC converter 19, and to increase the temperature of the DC-DC converter 19.
In step S16, it is determined whether or not the battery temperature TB is equal to or higher than a predetermined required cooling temperature # TB2 or the DC-DC converter temperature TD is equal to or higher than a predetermined required cooling temperature # TD2.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if the determination result is “YES”, the process proceeds to step S 17 to start the operation of the cooling fan 36.
Then, in step S18, the power conversion operation of the DC-DC converter 19 is stopped, the execution of control for prompting the temperature rise of the DC-DC converter 19 is stopped, and the series of processes is ended.

Hereinafter, the DC-DC converter cooling request process in step S07 described above will be described.
First, for example, in step S21 shown in FIG. 5, it is determined whether or not the acquired battery temperature TB is equal to or higher than a predetermined cooling request predicted temperature # TB1.
If this determination is “NO”, the flow proceeds to step S 25 described later.
On the other hand, if this determination is “YES”, the flow proceeds to step S22.
In step S22, as normal control, for example, each power conversion operation of the power drive unit 14 and the DC-DC converter 19, the operating state of the electric load 17, and the like are controlled according to the state of the vehicle.
In step S23, it is determined whether or not the battery temperature TB is equal to or higher than a predetermined required cooling temperature # TB2 or the DC-DC converter temperature TD is equal to or higher than a predetermined required cooling temperature # TD2.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S 24, the operation of the cooling fan 36 is started, and the series of processing is ended.

In step S25, the transfer of electrical energy between the motor 12 and the high-voltage battery 15 via the power drive unit 14 for driving the motor 12 (for example, assisting the output of the internal combustion engine 11) or regenerative operation is started or accelerated. Then, control for urging the temperature increase of the high voltage battery 15 is executed.
In step S26, it is determined whether or not the battery temperature TB is equal to or higher than a predetermined required cooling temperature # TB2 or the DC-DC converter temperature TD is equal to or higher than a predetermined required cooling temperature # TD2.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S 27, the operation of the cooling fan 36 is started, and the series of processes is ended.

The PDU cooling request process in step S09 described above will be described below.
First, for example, in step S31 shown in FIG. 6, it is determined whether or not the acquired battery temperature TB is equal to or higher than a predetermined cooling request predicted temperature # TB1.
If this determination is “NO”, the flow proceeds to step S 40 described later.
On the other hand, if this determination is “YES”, the flow proceeds to step S32.
In step S32, it is determined whether or not the acquired DC-DC converter temperature TD is equal to or higher than a predetermined cooling request predicted temperature # TD1.
If the determination result of step S32 is “NO”, the process proceeds to step S36 described later.
On the other hand, if the determination result of step S32 is “YES”, the process proceeds to step S33.

In step S33, as normal control, for example, each power conversion operation of the power drive unit 14 and the DC-DC converter 19 and the operating state of the electric load 17 are controlled according to the state of the vehicle.
In step S34, whether battery temperature TB is equal to or higher than predetermined cooling request temperature # TB2, DC-DC converter temperature TD is equal to or higher than predetermined cooling required temperature # TD2, or PDU temperature TP is equal to or higher than predetermined cooling required temperature # TP2. Determine whether.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S 35, the operation of the cooling fan 36 is started, and the series of processes is ended.

In step S <b> 36, control is performed to start or accelerate the charging of the 12V battery 18 by the power conversion operation of the DC-DC converter 19 and to increase the temperature of the DC-DC converter 19.
In step S37, whether or not the battery temperature TB is equal to or higher than a predetermined required cooling temperature # TB2, the DC-DC converter temperature TD is equal to or higher than a predetermined required cooling temperature # TD2, or the PDU temperature TP is equal to or higher than a predetermined required cooling temperature # TP2. Determine whether.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S 38, and the operation of the cooling fan 36 is started.
Then, in step S39, the power conversion operation of the DC-DC converter 19 is stopped, the execution of control for prompting the temperature increase of the DC-DC converter 19 is stopped, and the series of processes is ended.

Further, in step S40, it is determined whether or not the acquired DC-DC converter temperature TD is equal to or higher than a predetermined cooling request predicted temperature # TD1.
If this determination is “NO”, the flow proceeds to step S 44 described later.
On the other hand, if the determination is “YES”, the flow proceeds to step S41.
In step S41, transmission or reception of electric energy between the motor 12 and the high-voltage battery 15 via the power drive unit 14 for driving the motor 12 (for example, assisting the output of the internal combustion engine 11) or regenerative operation is started or promoted, Control for promoting the temperature rise of the high-voltage battery 15 is executed.
In step S42, whether or not battery temperature TB is equal to or higher than predetermined cooling request temperature # TB2, DC-DC converter temperature TD is equal to or higher than predetermined cooling request temperature # TD2, or PDU temperature TP is equal to predetermined cooling request temperature # TP2. Determine.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S 43, the operation of the cooling fan 36 is started, and the series of processes is ended.

In step S44, the transfer of electrical energy between the motor 12 and the high-voltage battery 15 via the power drive unit 14 for driving the motor 12 (for example, assisting the output of the internal combustion engine 11) or regenerative operation is started or accelerated. Then, control for urging the temperature increase of the high voltage battery 15 is executed.
In step S45, charging of the 12V battery 18 is started or promoted by the power conversion operation of the DC-DC converter 19, and control for increasing the temperature of the DC-DC converter 19 is executed.
In step S46, whether or not battery temperature TB is equal to or higher than predetermined cooling request temperature # TB2, DC-DC converter temperature TD is equal to or higher than predetermined cooling request temperature # TD2, or PDU temperature TP is equal to predetermined cooling request temperature # TP2. Determine.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S 47, where the operation of the cooling fan 36 is started.
In step S48, the power conversion operation of the DC-DC converter 19 is stopped, the execution of the control for promoting the temperature increase of the DC-DC converter 19 is stopped, and the series of processes is ended.

  According to the cooling control apparatus 10 for high-voltage electrical components of the hybrid vehicle according to the above-described embodiment, the temperatures (battery temperature TB, DC-DC converter TD, PDU temperature TP) of the high-voltage electrical components are simply set to the required cooling temperatures (# TB2 , # TD2, # TP2) The high-voltage electrical component determined to have no possibility of reaching the required cooling temperature compared to the case where the cooling fan 36 is operated according to the determination result of whether or not By accelerating the temperature rise of the electrical components, so to say, by cooperatively controlling the drive, high-voltage components that have been determined to have the possibility of reaching the required cooling temperature, and high-voltage components that have been determined to have no possibility The difference in temperature state relative to the part can be reduced. As a result, even when the cooling fan is operated when the temperature of at least one of the high-voltage components exceeds a predetermined required cooling temperature, the temperature of the other high-voltage components is excessively higher than the required cooling temperature. It is possible to prevent excessive cooling from being performed by the cooling fan at a low temperature, and to perform appropriate and effective cooling for each high-piezoelectric component.

  In the above-described embodiment, as shown in Steps S04 to S08, the temperatures of the high-piezoelectric components (battery temperature TB, DC-DC converter TD, PDU temperature TP) are the required cooling temperatures (# TB2, # TD2, # TP2) The process for determining whether or not there is a possibility that the temperature is higher than the battery temperature TB, the DC-DC converter TD, and the PDU temperature TP, that is, each cooling request temperature # TB2, # TD2 , # TP2 is set to a lower value for a high-piezoelectric component, but the determination process is performed at an earlier timing. However, the determination process is not limited to this, and the determination process may be performed in an appropriate order.

1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present invention. It is a block diagram of the high piezoelectric equipment cooling device which concerns on one Embodiment of this invention. It is a flowchart which shows operation | movement of the cooling control apparatus of the high piezoelectric equipment component of the hybrid vehicle which concerns on one Embodiment of this invention. It is a flowchart which shows the battery cooling request | requirement process shown in FIG. It is a flowchart which shows the DC-DC converter cooling request | requirement process shown in FIG. It is a flowchart which shows the PDU cooling request | requirement process shown in FIG.

Explanation of symbols

11 Internal combustion engine 12 Motor 14 Power drive unit (motor control means)
15 High voltage battery (power storage device)
18 12V battery (low voltage battery)
19 DC-DC converter (transformer)
23 Battery temperature sensor (temperature sensor)
24 PDU temperature sensor (temperature sensor)
25 DC-DC converter temperature sensor (temperature sensor)
36 cooling fan Step S13, Step S16, Step S23, Step S26, Step S34, Step S37, Step S42, Step S46 Comparison means Step S14, Step S17, Step S24, Step S27, Step S35, Step S38, Step S43, Step S47 Cooling fan control means Step S04, Step S06, Step S08, Step S11, Step S21, Step S31, Step S32, Step S40 Reachability determination means Step S15, Step S25, Step S36, Step S41, Step S44, Step S45 Drive control means

Claims (4)

A cooling control device for a high-voltage electrical component of a hybrid vehicle, which includes an internal combustion engine and a motor as a power source for the vehicle, and can travel by transmitting a driving force of at least one of the internal combustion engine or the motor to a drive wheel. ,
As the high-piezoelectric component, at least motor control means for controlling the operating state of the motor, a power storage device that transfers electric energy to and from the motor via the motor control means, a terminal voltage of the power storage device, or the motor And transformer means for stepping down and outputting the output voltage of
A temperature sensor for detecting each temperature of the motor control means, the power storage device and the transformer means;
A cooling fan for blowing cooling air to the power storage device, the motor control means, and the transformer means;
Comparison means for comparing each temperature detected by the temperature sensor with a predetermined required cooling temperature;
Cooling fan control means for driving and controlling the cooling fan based on a comparison result by the comparison means;
It is determined based on each temperature detected by the temperature sensor whether there is a possibility that the temperature of at least one of the motor control unit, the power storage device, and the transformation unit may reach the required cooling temperature. Reachability determination means;
When it is determined by the reachability determination means that any one of the temperatures is likely to reach the required cooling temperature, the high-piezoelectric component determined to have no possibility is used as the high-piezoelectric component. And a drive control means for controlling the drive so as to promote the temperature rise of the vehicle. The cooling fan control means controls the cooling fan when the temperature of any one of the motor control means, the power storage device, and the transformer means is equal to or higher than the required cooling temperature among the temperatures detected by the temperature sensor. 2. The hybrid vehicle according to claim 1, wherein driving of the cooling fan is prohibited when the temperature of the high-piezoelectric component driven and controlled by the drive control means is lower than the required cooling temperature. Cooling control device for high-voltage parts. Comprising a low voltage battery charged by the output of the transformer means;
3. The cooling control apparatus for a high-voltage electrical component of a hybrid vehicle according to claim 1 or 2, wherein the drive control means charges the low-voltage battery by the transformer means. 3. The high-voltage electrical component of the hybrid vehicle according to claim 1, wherein the drive control unit discharges or charges the power storage device by driving or regenerating the motor by the motor control unit. 4. Cooling control device.

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