JP5412839B2 - Power supply device, control method therefor, and vehicle - Google Patents

Description

  The present invention relates to a power supply device, a control method therefor, and a vehicle, and more particularly to a power supply device that supplies power to an electric motor, a control method therefor, and a vehicle equipped with such a power supply device.

  Conventionally, as this type of power supply device, there are a main battery, a boost converter that is connected to the main battery via the SMR, boosts the voltage of the power from the main battery, and supplies the voltage to the motor via the inverter circuit; An inverter circuit, a boost converter, and an ECU that performs switching control of the SMR, and those mounted on a vehicle have been proposed (see, for example, Patent Document 1). In this apparatus, when the ECU is reset and the SMR is released, the SMR is turned on by turning off the inverter circuit and the boost converter and then conducting the SMR, so that the SMR is generated by the back electromotive force of the motor generated as the vehicle travels. It is intended to prevent contact welding.

JP 2004-64803 A

  In the power supply device configured in the same manner as described above, it is desirable that the motor cannot be driven at a driving point where the motor is to be driven. For this reason, the power from the main battery may be boosted and supplied to the motor side as necessary. However, considering that the main battery has a voltage drop due to normal use, the main battery side is higher than the boost converter. It is conceivable to determine whether or not to perform the boosting by the boosting converter by always detecting the above voltage. Even in such a determination, it is desirable to prevent the motor from being driven at the drive point where the motor should be driven.

  The main object of the power supply device, the control method thereof, and the vehicle according to the present invention is to prevent the motor from being unable to be driven at the drive point at which the motor is to be driven.

  The power supply apparatus, the control method thereof, and the vehicle of the present invention employ the following means in order to achieve at least the above-described main object.

The power supply device of the present invention is
A power supply device for supplying electric power to an electric motor,
Rechargeable secondary battery, low voltage power supply for supplying electric power from the battery system to which the secondary battery is connected to the electric motor without boosting the voltage, and electric power from the battery system Power supply means capable of executing high-voltage power supply that is boosted and supplied to the electric motor, voltage detection means for detecting the voltage of the battery system, and driving the electric motor at a target drive point with the detected voltage The power supply means is controlled so that the low voltage power supply is executed when it can be performed, and the high voltage power supply is executed when the motor cannot be driven at the target drive point with the detected voltage. Voltage control means for controlling the power supply means,
When the voltage control means cannot normally detect the voltage of the battery system by the voltage detection means, the voltage control means sets the power supply means so that the high voltage power supply is performed regardless of the detected voltage. Is a means to control,
This is the gist.

  In the power supply device of the present invention, when the electric motor can be driven at the target drive point with the detected voltage, the electric power supply means is controlled so that the low voltage electric power supply is executed, and the electric motor is driven with the detected voltage as the target drive. When it cannot be driven at a point, the power supply means is controlled so that high voltage power supply is executed. Therefore, it is possible to prevent the motor from being unable to be driven at the target drive point when the voltage of the battery system can be normally detected by the voltage detection means. In addition, when the voltage of the battery system cannot be normally detected by the voltage detection means, the power supply means is controlled so that the high voltage power supply is performed regardless of the detected voltage. Therefore, it is possible to prevent the motor from being unable to be driven at the target drive point when the voltage detection means cannot normally detect the voltage of the battery system. As a result, it is possible to prevent the electric motor from being unable to be driven at the drive point where the electric motor is to be driven, regardless of whether or not the voltage detection unit can normally detect the voltage of the battery system.

In such a power supply apparatus according to the present invention, the voltage control means is responsive to the detected voltage when the target drive point is in a predetermined region for executing the high-voltage power supply in the drive region of the motor. It is also possible to control the power supply means so that the high voltage power supply is performed. Further, the voltage control means determines in advance the target drive point and a target voltage of a drive system connected to the motor for driving the motor at the target drive point when the high voltage power supply is performed. A means for setting a target voltage of the drive system based on the target drive point using the determined relationship, and controlling the power supply means so that the voltage of the drive system becomes the set target voltage; You can also In this way, high voltage power supply can be performed more appropriately. Here, the predetermined area where the high-voltage power supply is performed may be a predetermined motor drive area so that loss of the electric motor and the power supply means is suppressed. In this way, energy efficiency can be improved.

  The vehicle of the present invention is a power supply device of the present invention according to any one of the above-described aspects, that is, a power supply device that basically supplies power to an electric motor, and is a chargeable / dischargeable secondary battery, and the secondary battery. Execution of low voltage power supply for supplying electric power from a battery system connected to a battery to the electric motor without increasing the voltage, and high voltage electric power supply for increasing electric power from the battery system and supplying the electric power to the electric motor The power supply means capable of executing the power supply, the voltage detection means for detecting the voltage of the battery system, and the low voltage power supply is executed when the electric motor can be driven at the target drive point with the detected voltage. Voltage control for controlling the power supply means so that the high-voltage power supply is executed when the electric motor cannot be driven at the target drive point with the detected voltage. Means and And the voltage control means is configured to supply the high-voltage power regardless of the detected voltage when the voltage detection means cannot normally detect the voltage of the battery system. A vehicle equipped with a power supply device that is a means for controlling supply means, wherein the electric motor inputs and outputs power to a drive shaft connected to an axle.

  In the vehicle according to the present invention, since the power supply device according to any one of the above-described aspects is mounted, the effect of the power supply device according to the present invention, for example, the motor cannot be driven at a drive point to be driven. It is possible to achieve the same effects as those that can suppress the above.

The control method of the power supply device of the present invention is as follows:
Rechargeable secondary battery, low voltage power supply to the motor without boosting the voltage from the battery system connected to the secondary battery, and boosting the voltage from the battery system Power supply means capable of executing high-voltage power supply to the motor, voltage detection means for detecting the voltage of the battery system, and driving the motor at the target drive point with the detected voltage When it is possible, the power supply means is controlled so that the low voltage power supply is executed, and when the electric motor cannot be driven at the target drive point with the detected voltage, the high voltage power supply is executed. And a voltage control means for controlling the power supply means so as to supply power to the electric motor.
When the voltage detection means cannot normally detect the voltage of the battery system, the power supply means is controlled so that the high voltage power supply is performed regardless of the detected voltage;
It is characterized by that.

  In the control method of the power supply apparatus of the present invention, when the electric motor can be driven at the target driving point with the detected voltage, the electric power supply means is controlled so that the low voltage electric power supply is executed, and the electric motor is operated with the detected voltage. When the motor cannot be driven at the target drive point, the power supply means is controlled so that the high voltage power supply is executed. Therefore, it is possible to prevent the motor from being unable to be driven at the target drive point when the voltage of the battery system can be normally detected by the voltage detection means. In addition, when the voltage of the battery system cannot be normally detected by the voltage detection means, the power supply means is controlled so that the high voltage power supply is performed regardless of the detected voltage. Therefore, it is possible to prevent the motor from being unable to be driven at the target drive point when the voltage detection means cannot normally detect the voltage of the battery system. As a result, it is possible to prevent the electric motor from being unable to be driven at the drive point where the electric motor is to be driven, regardless of whether or not the voltage detection unit can normally detect the voltage of the battery system.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power supply device which is one Example of this invention. It is a block diagram which shows the outline of a structure of the electric drive system containing motor MG1, MG2. 4 is a flowchart showing an example of a boost control routine executed by a motor ECU 40. It is explanatory drawing which shows an example of a part of pressure | voltage rise request flag setting map of motor MG2. It is explanatory drawing which shows an example of a part of target voltage setting map of motor MG2. Explanatory diagram showing an example of a region in the motor MG2 drive region where boosting by the booster circuit 55 is not required, but if there is no boosting by the booster circuit 55, there is a possibility that the motor MG2 cannot be driven at the drive point where the motor MG2 should be driven. It is. It is a flowchart which shows an example of the pressure | voltage rise control routine performed by motor ECU40 of a modification. It is a block diagram which shows the outline of a structure of the electric vehicle 120 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 equipped with a power supply device according to an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an electric drive system including motors MG1 and MG2. It is. As shown in FIG. 1, the hybrid vehicle 20 according to the embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30 via a reduction gear 35, and a direct current to an alternating current The inverters 41 and 42 that can be converted into the motors MG1 and MG2, the battery 50, the booster circuit 55 that converts the voltage of the power from the battery 50 and can be supplied to the inverters 41 and 42, and the entire vehicle And a hybrid electronic control unit 70 to be controlled. Here, the power supply device of the embodiment mainly corresponds to the battery 50, the booster circuit 55, a voltage sensor 58a described later, and the motor electronic control unit 40.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  As shown in FIG. 2, each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor including a rotor having a permanent magnet attached to an outer surface and a stator wound with a three-phase coil. . The inverters 41 and 42 are composed of six transistors T11 to T16 and T21 to 26 and six diodes D11 to D16 and D21 to D26 connected in parallel to the transistors T11 to T16 and T21 to T26 in the reverse direction. Yes. Two transistors T11 to T16 and T21 to T26 are arranged in pairs so that each of the inverters 41 and 42 becomes a source side and a sink side with respect to the positive electrode bus 54a and the negative electrode bus 54b shared by the power line 54. Each of the three-phase coils (U-phase, V-phase, W-phase) of the motors MG1, MG2 is connected to each connection point between the paired transistors. Therefore, a rotating magnetic field is formed in the three-phase coil by controlling the ratio of the on-time of the transistors T11 to T16 and T21 to T26 that make a pair while a voltage is acting between the positive electrode bus 54a and the negative electrode bus 54b. The motors MG1, MG2 can be driven to rotate. Since the inverters 41 and 42 share the positive bus 54a and the negative bus 54b, the electric power generated by either the motor MG1 or MG2 can be supplied to another motor. A smoothing capacitor 57 is connected to the positive bus 54a and the negative bus 54b.

  As shown in FIG. 2, the booster circuit 55 includes two transistors T31 and T32, two diodes D31 and D32 connected in parallel to the transistors T31 and T32 in the reverse direction, and a reactor L. The two transistors T31 and T32 are connected to the positive bus 54a and the negative bus 54b of the inverters 41 and 42, respectively, and the reactor L is connected to the connection point. Further, a positive terminal and a negative terminal of battery 50 are connected to reactor L and negative bus 54b, respectively. Therefore, by turning on / off the transistors T31 and T32, the voltage of the DC power of the battery 50 is boosted and supplied to the inverters 41 and 42, or the DC voltage acting on the positive bus 54a and the negative bus 54b is lowered. The battery 50 can be charged. A smoothing capacitor 58 is connected to the reactor L and the negative electrode bus 54b. Hereinafter, the power line 54 side of the booster circuit 55 is referred to as a high voltage system, and the battery 50 side of the booster circuit 55 is referred to as a low voltage system.

  The inverters 41 and 42 and the booster circuit 55 are all controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40, thereby driving and controlling the motors MG1 and MG2. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2, the voltage of the capacitor 57 from the voltage sensor 57a (hereinafter referred to as the high voltage system voltage VH), the voltage of the capacitor 58 from the voltage sensor 58a (hereinafter referred to as the low voltage system) Voltage VL). The motor ECU 40 outputs switching control signals to the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42 and switching control signals to the transistors T31 and T32 of the booster circuit 55. 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 signals from the rotational position detection sensors 43 and 44.

  The battery 50 is configured as a secondary battery such as a nickel metal hydride battery or a lithium ion battery, and is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor 51a, the battery temperature Tb from the temperature sensor 51b attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the storage amount SOC based on the integrated value of the charge / discharge current Ib detected by the current sensor 51a in order to manage the battery 50, or based on the calculated storage amount SOC and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limit correction coefficient and the input limit are set based on the storage amount SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  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 an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the 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. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP 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 like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. In the drive control routine (not shown) executed by the hybrid electronic control unit 70, the target operating point (rotation speed, torque) of the engine 22 and the motor MG1 are output so that the required power corresponding to the required torque is output to the ring gear shaft 32a. , Torque commands Tm1 *, Tm2 * of MG2 are set and transmitted to the engine ECU 24 and the motor ECU 40. At this time, the engine ECU 24 controls the engine 22 so that the engine 22 is operated at the received target operation point, and the motor ECU 40 controls the inverter 41, so that the motors MG1, MG2 are driven by the received torque commands Tm1 *, Tm2 *. 42 is subjected to switching control.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when boosting the electric power from the battery 50 side by the booster circuit 55 will be described. FIG. 3 is a flowchart showing an example of a boost control routine executed by the motor ECU 40. This routine is repeatedly executed every predetermined time (for example, every several msec) in parallel with a drive control routine (not shown) executed by the hybrid electronic control unit 70.

  When the step-up control routine of FIG. 3 is executed, the CPU (not shown) of the motor ECU 40 first starts the high voltage system from the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the rotational speeds Nm1 and Nm2, and the voltage sensor 57a. Data necessary for control, such as the detection abnormality flag F1 indicating whether or not the voltage VH, the low voltage VL from the voltage sensor 58a, and the low voltage VL cannot be normally detected by the voltage sensor 58a The input process is executed (step S100). Here, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set by a drive control routine (not shown) and input from the hybrid electronic control unit 70 by communication. As the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44 are input. Further, the detection abnormality flag F1 is set to a value of 0 when the ignition is turned on, and when the low voltage system voltage VL cannot be normally detected by the voltage sensor 58a (for example, the detection of the current sensor 58a). This flag is set with a value of 1 when the value exceeds the normal range or when the signal from the current sensor 58a to the motor ECU 40 is interrupted due to disconnection or the like, and is set by a detection abnormality flag setting routine (not shown) I was supposed to enter things.

  When the data is thus input, the boost request flag F2 of the booster circuit 55 is set based on the input rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 and the torque commands Tm1 * and Tm2 * (step S110). The boost request flag F2 boosts the high-voltage system voltage VH with respect to the low-voltage system voltage VL (for example, 150 V) by the boost circuit 55 when power from the battery 50 is supplied to the inverters 41 and 42. The flag is set to a value of 1 when a boost request is made (hereinafter simply referred to as boosting by the boost circuit 55), and set to a value of 0 when no such boost request is made. In the embodiment, the boost request flag F2 is a boost request flag for the motor MG1 stored in a ROM (not shown) in which the relationship between the drive point consisting of the rotational speed Nm1 of the motor MG1 and the torque command Tm1 * and the boost request flag F2 is determined in advance. The relationship between the driving point consisting of the rotational speed Nm2 and the torque command Tm2 * of the motor MG2 and the boost request flag F2 derived by giving the rotational speed Nm1 and the torque command Tm1 * to the setting map is shown in the figure. The value 1 is set when one or both of the values derived from the rotation speed Nm2 and the torque command Tm2 * derived from the boost request flag setting map of the motor MG2 stored in the non-ROM When both values are 0, the value 0 is set. FIG. 4 shows an example of a part (first quadrant) of the boost request flag setting map of the motor MG2. As shown in the figure, the boost request flag setting map divides the drive region of the motor MG2 into two regions within a range equal to or lower than the upper limit torque Tlim, that is, the boost region for boosting by the booster circuit 55 and the boosting by the booster circuit 55. When the driving point of the motor MG2 is in the boosting region, the boost request flag F2 is set to 1 and the driving point of the motor MG2 is in the non-boosting region. Sometimes the value 0 is set in the boost request flag F2. The drive region is divided by including the drive point of the motor MG2 where boosting by the boost region 55 is indispensable in the boost region, the drive point of the motor MG2, the voltage VH of the high voltage system, the loss of the motors MG1 and MG2, the inverter The relationship between the loss of 41 and 42 and the loss of the entire electric drive system including the loss of the booster circuit 55 is obtained in advance by experiments and analysis, and when the booster circuit 55 performs boosting in this relationship, the booster circuit 55 boosts. If the driving point of the motor MG2 is smaller in the boosting region and the boosting circuit 55 does not boost, the loss of the entire electrical driving system is greater than when boosting is performed by the boosting circuit 55. The driving point of the motor MG2 that is reduced is included in the non-boosting region. In the figure, a line indicated by a thick solid line (hereinafter referred to as a boost switching line) composed of driving points of the motor MG2 that divides the boosting region and the non-boosting region is included in the boosting region. In the embodiment, as the upper limit torque Tlim, the maximum torque that can be output from the motor MG2 when boosting by the booster circuit 55 is not performed is used, and the torque command Tm2 * is set within the range of the upper limit torque Tlim or less. It was supposed to be. Note that the boost request flag setting map of the motor MG1 can be determined in the same manner as the boost request flag setting map of the motor MG2.

  When the boost request flag F2 of the booster circuit 55 is set in this way, the value of the set boost request flag F2 is checked (step S120). When the boost request flag F2 is 1, the booster circuit 55 determines that boosting is performed, and the motor Based on the rotational speeds Nm1, Nm2 of the MG1, MG2 and the torque commands Tm1 *, Tm2 *, the target voltage VH * of the high voltage system is set (step S160), and feedback control using the detected value from the voltage sensor 57a is performed. The transistors T31 and T32 of the booster circuit 55 are subjected to switching control so that the high voltage system voltage VH becomes the set target voltage VH * (step S180), and the boost control routine is terminated. Here, in the embodiment, the target voltage VH * of the high voltage system is a driving point consisting of the rotational speed Nm1 of the motor MG1 and the torque command Tm1 * and the target voltage VH that can sufficiently drive the motor MG1 at this driving point. Is derived by giving a rotational speed Nm1 and a torque command Tm1 * to a target voltage setting map of the motor MG1 stored in a ROM (not shown) with a predetermined relationship with *, and a rotational speed Nm2 and a torque command of the motor MG2. The relationship between the drive point consisting of Tm2 * and the target voltage VH * that can sufficiently drive the motor MG2 at this drive point is determined in advance and rotated with respect to the target voltage setting map of the motor MG2 stored in the ROM (not shown). It is assumed that the larger one of the values derived by giving the number Nm2 and the torque command Tm2 * is set. FIG. 5 shows an example of a part (first quadrant) of the target voltage setting map of the motor MG2. As shown in the figure, the target voltage VH * of the high voltage system is not boosted by the booster circuit 55 in the driving region where the voltage of the battery 50 is the lowest during normal use in the drive region below the upper limit torque Tlim of the motor MG2. In the range in which the rotational speed Nm2 and the torque command Tm2 * are larger than the line indicated by the thick dotted line in the figure consisting of the maximum torque that can be output from the motor MG2 and the rotational speed Nm2 (hereinafter referred to as the maximum torque line when the battery voltage drops) The target voltage VH * is determined to increase in the order of value V1, value V2, value V3, and value Vmax as the rotational speed Nm2 and the torque command Tm2 * increase. The value Vmax corresponds to the maximum voltage (for example, 650 V) of the high voltage system. Note that the target voltage setting map of the motor MG1 can be determined in the same manner as the target voltage setting map of the motor MG2. With such control, while boosting by the booster circuit 55 is performed while suppressing the loss of the entire electric drive system, the motor MG1 is driven at the drive point consisting of the rotation speed Nm1 and the torque command Tm1 *, and the motor MG2 is driven at the rotation speed Nm2 and the torque command. It can be driven at a drive point consisting of Tm2 *.

  When the boost request flag F2 is 0, the value of the detection abnormality flag F1 is checked (step S130). When the detection abnormality flag F1 is 0, it is determined that the detection value from the voltage sensor 58a can be used. Based on the low voltage system voltage VL from the sensor 58a and the rotational speed Nm1 of the motor MG1, the maximum voltage that can be output from the motor MG1 at the low voltage system voltage VL and the current rotational speed Nm1 without boosting by the boosting circuit 55 The torque T1max is set, and the low voltage system voltage VL and the current rotational speed Nm2 are set based on the low voltage system voltage VL from the voltage sensor 58a and the rotational speed Nm2 of the motor MG2 without boosting by the boosting circuit 55. Maximum torque T2max that can be output from motor MG2 is set (step S140). The maximum torque T1max is determined by comparing the low voltage system voltage VL with respect to the maximum torque setting map of the motor MG1 in which the relationship among the low voltage system voltage VL, the rotational speed Nm1 and the maximum torque T1max is predetermined and stored in the ROM (not shown). A value derived by giving the rotation speed Nm1 can be set. The maximum torque T2max can be set similarly to the maximum torque T1max.

  Subsequently, it is determined whether or not the absolute value of the torque command Tm1 * of the motor MG1 is equal to or smaller than the absolute value of the maximum torque T1max and the absolute value of the torque command Tm2 * of the motor MG2 is equal to or smaller than the absolute value of the maximum torque T2max (step S150), when the absolute value of the torque command Tm1 * is equal to or smaller than the absolute value of the maximum torque T1max and the absolute value of the torque command Tm2 * is equal to or smaller than the absolute value of the maximum torque T2max, the voltage is boosted by the booster circuit 55 with the low-voltage system voltage VL. Therefore, it is determined that the motors MG1 and MG2 can be driven at the driving point to be driven together, and the low voltage system voltage from the voltage sensor 58a is set to the high voltage system target voltage VH * so that the boosting circuit 55 does not perform boosting. VL is set (step S170), and the booster circuit 55 is switched so that the high voltage system voltage VH becomes the set target voltage VH *. And quenching the control (step S180), and terminates the boost control routine. On the other hand, when the absolute value of the torque command Tm1 * is larger than the absolute value of the maximum torque T1max or the absolute value of the torque command Tm2 * is larger than the absolute value of the maximum torque T2max, the boosting circuit 55 boosts the voltage VL of the low voltage system. If it is not performed, it is determined that one or both of the motors MG1 and MG2 cannot be driven at the driving point to be driven, and the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 and the torque command Tm1 *, Based on Tm2 *, a high voltage system target voltage VH * is set (step S160), and the booster circuit 55 is switched and controlled so that the high voltage system voltage VH becomes the set target voltage VH * (step S180). Then, the boost control routine is terminated. FIG. 6 shows an area where there is a possibility that the motor MG2 cannot be driven at the driving point where the motor MG2 is to be driven unless the boosting circuit 55 boosts the voltage in the driving area of the motor MG2. An example of the hatched area in FIG. As shown in the figure, this region is higher than the maximum torque line when the battery voltage decreases as described above in the non-boosting region where the rotation speed and torque are smaller than the above-described boost switching line in the driving region below the upper limit torque Tlim of the motor MG2. It can be expressed as a region where the rotational speed and torque are large. The motor MG1 can be similarly described. Therefore, in order to drive the motors MG1 and MG2 at the driving point to be driven, the determination process in step S150, that is, boosting by the booster circuit 55 is required in consideration of the existence of such driving regions in the motors MG1 and MG2. If not, it is necessary to determine whether or not the motors MG1 and MG2 can be driven together at each drive point to be driven. In order to make this determination correctly, it is assumed that the voltage sensor 58a can normally detect the low-voltage system voltage VL. By such control, it is possible to prevent the motor MG1 from being driven at the drive point consisting of the rotation speed Nm1 and the torque command Tm1 * and the motor MG2 from being unable to be driven at the drive point consisting of the rotation speed Nm2 and the torque command Tm2 *. it can.

  When the boost request flag F2 is 0 and the detection abnormality flag F1 is 1 in steps S120 and S130, that is, when the boost by the boost circuit 55 is not requested, the voltage sensor 58a detects the low voltage VL. When it cannot be normally performed, it is determined that boosting is performed by boosting circuit 55, and based on rotational speeds Nm1, Nm2 of motors MG1, MG2 and torque commands Tm1 *, Tm2 * so that boosting is performed by boosting circuit 55. The target voltage VH * for the high voltage system is set (step S160), the booster circuit 55 is switched and controlled so that the voltage VH for the high voltage system becomes the set target voltage VH * (step S180), and the boost control routine is completed. To do. As described above, when the low voltage system voltage VL cannot be normally detected by the voltage sensor 58a, it is determined whether or not the motors MG1 and MG2 can be driven at the driving point to be driven together as in the determination process of step S150. Therefore, boosting by the booster circuit 55 is performed without making this determination. By such control, the motor MG1 can be more reliably prevented from being driven at the drive point consisting of the rotational speed Nm1 and the torque command Tm1 * and the motor MG2 cannot be driven at the drive point consisting of the rotational speed Nm2 and the torque command Tm2 *. can do.

  According to the hybrid vehicle 20 equipped with the power supply device of the embodiment described above, the voltage sensor 58a is used when the target drive point consisting of the rotation speed of the motors MG1 and MG2 and the torque command are both in a predetermined non-boosting region. Thus, the low voltage system voltage VL can be normally detected. Therefore, when the detection abnormality flag F1 is set to 0, the motors MG1 and MG2 can be driven at the target drive point by the low voltage system voltage VL. In accordance with the determination result, the booster circuit 55 is subjected to switching control so that boosting by the booster circuit 55 is performed, and when the voltage sensor 58a cannot normally detect the low voltage system voltage VL, the low voltage system circuit is controlled. Whether the booster circuit 55 is subjected to switching control so that the booster circuit 55 performs boosting without making a determination using the voltage VL. , It is possible to prevent the can not be driven motors MG1, MG2 at the target drive point. Further, the target drive point of the motors MG1 and MG2 is in a predetermined boosting region or in a non-boosting region so that the loss of the entire electric motor drive system including the motors MG1 and MG2, the inverters 41 and 42, and the boosting circuit 55 is suppressed. Since the boost request flag F2 is set according to whether it exists, the energy efficiency of the entire electric drive system can be improved. Of course, it is possible to travel by outputting the required torque to the ring gear shaft 32a as the drive shaft.

  In hybrid vehicle 20 equipped with the power supply device of the embodiment, when value 1 is set in detection abnormality flag F1, boosting by boosting circuit 55 is performed without making a determination using low-voltage system voltage VL. Although control is performed, the determination using the low-voltage system voltage VL is performed, but control may be performed so that boosting by the booster circuit 55 is performed regardless of the determination result. In this case, the determination process in step S130 in the boost control routine of FIG. 3 may be performed when the determination in step S150 is positive.

  In the hybrid vehicle 20 equipped with the power supply device of the embodiment, the boost region is set so that the loss of the entire electric drive system including the loss of the motors MG1 and MG2, the loss of the inverters 41 and 42, and the loss of the booster circuit 55 is suppressed. The boost request flag F2 is set using the predetermined boost request flag setting map for the non-boost region. However, when there is a possibility that the transistors T31 and T32 of the boost circuit 55 are overheated, the boost request flag F2 is set. Alternatively, the boost request flag F2 may be set based on a constraint different from the loss, instead of or in addition to the loss of the entire electric drive system, such as setting a value of 0.

  In the hybrid vehicle 20 equipped with the power supply device of the embodiment, the boost request flag F2 is set based on the target drive point consisting of the rotational speeds of the motors MG1 and MG2 and the torque command, and is detected when the boost request flag F2 is 0. The booster circuit 55 is controlled according to the determination result of the abnormality flag F1, but the booster circuit 55 is controlled according to the determination result of the detection abnormality flag F1 without setting or determining the boost request flag F2. Also good. In this case, instead of the step-up control routine of FIG. 3, the step-up control routine of FIG. 7 may be executed by removing the processing of steps S110 and S120 from the routine of FIG.

  In the hybrid vehicle 20 equipped with the power supply device of the embodiment, when the boosting circuit 55 does not perform boosting, the low voltage system voltage VL and the high voltage system voltage VH are set as the high voltage system target voltage VH *. The booster circuit 55 is controlled so as to be the target voltage VH *, but the minimum voltage that can be taken as the voltage of the battery 50 is set as the target voltage VH * of the high voltage system and the set target voltage VH * is In the case of the minimum voltage that can be taken as the voltage of 50, the booster circuit 55 may be controlled so that the booster circuit 55 does not boost the voltage.

  In the hybrid vehicle 20 equipped with the power supply device of the embodiment, when the detection abnormality flag F1 in which the low voltage system voltage VL cannot be normally detected by the voltage sensor 58a is 1, the detection value of the voltage sensor 58a is used. The boosting circuit 55 is controlled so that the boosting circuit 55 performs boosting without performing the processing of the determination steps S140 and S150. However, the boosting circuit 55 is installed between the terminals of the battery 50 instead of the detection value of the voltage sensor 58a. The booster circuit 55 may be controlled so that the booster circuit 55 performs boosting or not by performing the processing of steps S140 and S150 using the voltage between terminals from a voltage sensor (not shown). In this case, when detection of the voltage between terminals by a voltage sensor (not shown) installed between the terminals of the battery 50 cannot be performed normally, the detection value from the voltage sensor (not shown) or the detection value from the voltage sensor 58a is used. Regardless, the booster circuit 55 may be controlled so that the booster circuit 55 performs boosting.

  In the embodiment, the power of the engine 22 and the motor MG1 is output to the ring gear shaft 32a as a drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, and the power of the motor MG2 is output to the ring gear shaft 32a. However, as exemplified in the electric vehicle 120 of the modified example of FIG. 8, the power from the driving motor MG without the engine or the generator is used as the driving wheels 63a, It is good also as what is applied to the vehicle which outputs to 63b and drive | works.

  In the embodiment, a power supply device that supplies power to a motor that inputs and outputs driving power such as a hybrid vehicle and an electric vehicle has been described. However, the power supply device that supplies power to an electric motor that is not mounted on the vehicle may be used. It is good also as a form of the control method of a power supply device.

  Here, 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 motor MG2 corresponds to “electric motor”, the motor MG1 also corresponds to “motor”, the battery 50 corresponds to “secondary battery”, the booster circuit 55 corresponds to “power supply means”, The voltage sensor 58a for detecting the voltage VL of the voltage system corresponds to the “voltage detection means”, and when the boost request flag F2 is the value 1 or when the detection abnormality flag F1 is the value 1, the torque command Tm1 * of the motors MG1 and MG2 , Tm2 * when the absolute value of the motors MG1, MG2 is greater than the absolute value of the maximum torques T1max, T2max that can be output from the motors MG1, MG2 at the current voltage Nm1, Nm2 Based on the target drive point, the target voltage VH * of the high voltage system is set to control the booster circuit 55, the boost request flag F2 is 0, the detection abnormality flag F1 is 0, and the motor MG1 When the absolute values of the torque commands Tm1 *, Tm2 * of the MG2 are below the absolute values of the maximum torques T1max, T2max that can be output from the motors MG1, MG2 at the current voltage Nm1, Nm2 at the low voltage system voltage VL The motor ECU 40 that executes the boost control routine of FIG. 3 for controlling the booster circuit 55 by setting the low voltage system voltage VL to the high voltage system target voltage VH * corresponds to the “voltage control means”.

  Here, the “motor” is not limited to the motor MG1 or the motor MG2 configured as a synchronous generator motor, and may be any type of motor such as an induction motor. The “secondary battery” is not limited to the battery 50, and any secondary battery that can be charged and discharged may be used. The “power supply means” is not limited to the booster circuit 55, and the battery and the execution of the low voltage power supply for supplying the electric power from the battery system to which the secondary battery is connected to the motor without boosting the voltage. Any system can be used as long as it can execute the high-voltage power supply that boosts the voltage of the power from the system and supplies it to the motor. The “voltage detection means” is not limited to the voltage sensor 58a, and any device that detects the voltage of the battery system may be used. The “voltage control means” is not limited to a single electronic control unit, and may be constituted by a plurality of electronic control units. As the “voltage control means”, when the boost request flag F2 is a value 1 or when the detection abnormality flag F1 is a value 1, one of the absolute values of the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 is low. The target of the high voltage system is based on the target drive point of the motors MG1 and MG2 when the voltage VL of the voltage system is greater than the absolute value of the maximum torques T1max and T2max that can be output from the motors MG1 and MG2 at the current rotation speed Nm1 and Nm2. The voltage VH * is set to control the booster circuit 55, the boost request flag F2 is 0, the detection abnormality flag F1 is 0, and the absolute values of the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are low voltage systems. The high voltage system when the voltage VL is equal to or less than the absolute values of the maximum torques T1max and T2max that can be output from the motors MG1 and MG2 at the current rotation speed Nm1 and Nm2. The voltage VL of the low voltage system is set to the target voltage VH * and the booster circuit 55 is controlled. When the electric motor can be driven at the target drive point with the detected voltage, the low voltage power The power supply means is controlled so that the supply is performed, and when the electric motor cannot be driven at the target drive point with the detected voltage, the power supply means is controlled so that the high voltage power supply is executed, When the voltage detection means cannot normally detect the voltage of the battery system, any means may be used as long as the power supply means is controlled so that the high voltage power supply is performed regardless of the detected voltage. .

  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 supply device and vehicle manufacturing industries.

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear 40, motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a current sensor, 51b temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line 54a Positive bus, 54b Negative bus, 55 Boost circuit, 57, 58 Capacitor, 57a, 58a Voltage sensor, 60 gear mechanism, 62 Differential gear, 63a, 63b Drive wheel, 64a, 64b Wheel , 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 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, 120 electric vehicle, D11-D16, D21-D26, D31, D32 diode, L reactor, MG1, MG2, MG motor, T11-T16, T21-T26, T31, T32 transistors.

Claims (5)

A power supply device for supplying electric power to an electric motor,
Rechargeable secondary battery, low voltage power supply for supplying electric power from the battery system to which the secondary battery is connected to the electric motor without boosting the voltage, and electric power from the battery system Power supply means capable of executing high-voltage power supply that is boosted and supplied to the electric motor, voltage detection means for detecting the voltage of the battery system, and driving the electric motor at a target drive point with the detected voltage The power supply means is controlled so that the low voltage power supply is executed when it can be performed, and the high voltage power supply is executed when the motor cannot be driven at the target drive point with the detected voltage. Voltage control means for controlling the power supply means,
When the voltage control means cannot normally detect the voltage of the battery system by the voltage detection means, the voltage control means sets the power supply means so that the high voltage power supply is performed regardless of the detected voltage. Is a means to control,
Power supply. The power supply device according to claim 1,
When the target drive point is in a predetermined region for executing the high voltage power supply in the drive region of the electric motor, the voltage control means is configured to perform the high voltage power supply regardless of the detected voltage. Means for controlling said power supply means to be performed,
Power supply. The power supply device according to claim 1 or 2,
When the high voltage power supply is performed, the voltage control means has a predetermined target voltage and a target voltage of a drive system to which the motor for driving the motor at the target drive point is connected. A means for setting a target voltage of the drive system based on the target drive point using a relationship, and controlling the power supply means so that the voltage of the drive system becomes the set target voltage;
Power supply. A vehicle equipped with the power supply device according to any one of claims 1 to 3,
The electric motor inputs and outputs power to a drive shaft connected to an axle.
vehicle. Rechargeable secondary battery, low voltage power supply to the motor without boosting the voltage from the battery system connected to the secondary battery, and boosting the voltage from the battery system Power supply means capable of executing high-voltage power supply to the motor, voltage detection means for detecting the voltage of the battery system, and driving the motor at the target drive point with the detected voltage When it is possible, the power supply means is controlled so that the low voltage power supply is executed, and when the electric motor cannot be driven at the target drive point with the detected voltage, the high voltage power supply is executed. And a voltage control means for controlling the power supply means so as to supply power to the electric motor.
When the voltage detection means cannot normally detect the voltage of the battery system, the power supply means is controlled so that the high voltage power supply is performed regardless of the detected voltage;
A control method for a power supply device.

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