JP6402679B2 - Power supply - Google Patents

Description

  The present invention is applied to a vehicle equipped with a first electric motor capable of generating a driving force of a vehicle and a second electric motor capable of generating a driving force of the vehicle, and includes a storage battery, a converter, and a first inverter. And a second inverter.

  In a power supply device including a converter, a first inverter, and a second inverter, an overcurrent that is a current that is greater than or equal to a predetermined threshold value may occur in the switching elements that constitute each circuit. When an overcurrent occurs, a power supply device that performs protection control to forcibly stop each switching element in these circuits (hereinafter also referred to as “shutdown”) so that equipment damage does not occur inside or outside the power supply device It has been known.

  For example, one of the conventional power supply devices (hereinafter referred to as “conventional device”) detects a first overcurrent (a current equal to or greater than a first predetermined threshold value Ith1) flowing in the first inverter. An overcurrent detection unit is provided. In the conventional apparatus, when the first overcurrent detection unit detects an overcurrent, the value of the first overcurrent detection signal FIV1 as an output is changed from “0” to “1”, and each of the first inverters is configured. Shut down the switching element.

  Furthermore, the conventional apparatus includes a second overcurrent detection unit that detects that an overcurrent (current equal to or greater than the second predetermined threshold value Ith2) has flowed in the second inverter. In the conventional apparatus, when the second overcurrent detection unit detects an overcurrent, the value of the second overcurrent detection signal FIV2 that is the output is changed from “0” to “1” and each of the second inverters is configured. Shut down the switching element.

  In addition, the conventional apparatus includes a third abnormality detection unit that detects that an overcurrent (a current equal to or greater than a predetermined threshold value Ith3) flows in the converter. In the conventional device, when the third abnormality detection unit detects an overcurrent, the value of the third abnormality detection signal FCV, which is the output, is changed from “0” to “1”, and each switching element constituting the converter is shut down. (For example, refer to Patent Document 1).

JP 2013-207831 A

  In such a power supply device, the current of the first inverter and the current of the second inverter may flow into the converter circuit. When the magnitude of the current flowing into the converter from the first inverter and the second inverter (hereinafter referred to as “inflow current”) exceeds a predetermined threshold value Ith3, the third abnormality detection signal FCV is generated (its value). Changes from “0” to “1”). In other words, in this case, the third abnormality detection unit shuts down each switching element constituting the converter, although it is not an abnormal operation of the converter. As a result, there has been a problem that the evacuation traveling cannot be performed while the converter performs the boosting operation.

  The present invention has been made to address the above problems. That is, one of the objects of the present invention is to boost the converter when it is determined that the converter is “overcurrent fault” as a result of the overcurrent generated in the first inverter or the second inverter flowing into the converter. It is an object of the present invention to provide a power supply device that can cause a vehicle to evacuate while operating.

  A power supply apparatus of the present invention (hereinafter referred to as “the present invention apparatus”) includes a first electric motor capable of generating a driving force of a vehicle and a second electric motor capable of generating a driving force of the vehicle. And a storage battery, a converter, a first inverter, a second inverter, a control unit, a first abnormality detection unit, a second abnormality detection unit, and a third abnormality detection unit. .

The converter is configured to boost a voltage applied from the storage battery and perform a boosting operation to apply the boosted voltage to the first converter and the second converter.
The first inverter is configured to perform a first DC / AC conversion operation in which a DC voltage applied from the converter is converted into an AC voltage and applied to the first electric motor.
The second inverter is configured to perform a second DC / AC conversion operation in which a DC voltage applied from the converter is converted into an AC voltage and applied to the second electric motor.

The converter can perform the step-down operation in which the voltage applied from the first inverter and the second inverter is stepped down and the stepped down voltage is applied to the storage battery together with the step-up operation. Good.
The first inverter may be capable of performing an operation of converting AC power supplied from the first electric motor into DC power together with the first DC / AC conversion operation.
The second inverter may be capable of performing an operation of converting AC power supplied from the second electric motor into DC power together with the second DC / AC conversion operation.

  The control unit causes the first inverter to perform the first DC / AC conversion operation, causes the second inverter to perform the second DC / AC conversion operation, and causes the converter to perform the step-up / step-down operation. Composed.

  The first abnormality detection unit generates a “first abnormality detection signal” which is a signal indicating that the same component in the first inverter has failed when detecting a failure of the component in the first inverter. Configured as follows.

  The second abnormality detection unit generates a “second abnormality detection signal” which is a signal indicating that the same component in the second inverter has failed when detecting a failure of the component in the second inverter. Configured as follows.

  The third abnormality detection unit is configured to generate a “third abnormality detection signal” that is a signal indicating that the converter is abnormal when the current flowing through the converter is equal to or greater than a predetermined threshold. .

Furthermore, the control unit
(1) When the generation of the first abnormality detection signal is not confirmed when the third abnormality detection signal is generated, the boosting operation of the converter is stopped and the electric power of the storage battery is supplied to the second inverter. Supplying the converted AC power to the second electric motor, causing the vehicle to travel by operating the second electric motor,
When the generation of the first abnormality detection signal is confirmed at the time when the boosting operation of the converter is restarted after a lapse of a predetermined time after the boosting operation of the converter is stopped, the first DC of the first inverter is confirmed. While the AC conversion operation is stopped, the vehicle is caused to travel by applying an AC voltage to the second electric motor using the converter and the second inverter.
(2) When the generation of the second abnormality detection signal is not confirmed when the third abnormality detection signal is generated, the boosting operation of the converter is stopped and the electric power of the storage battery is supplied to the second inverter. Supplying the converted AC power to the second electric motor, causing the vehicle to travel by operating the second electric motor,
When the generation of the second abnormality detection signal is confirmed at the time when the boosting operation of the converter is restarted after a lapse of a predetermined time after the boosting operation of the converter is stopped, the second DC of the second inverter. The AC conversion operation is stopped, and the vehicle is caused to travel by applying an AC voltage to the first electric motor using the converter and the first inverter.

  More specifically, first, when the third abnormality detection unit determines that the current flowing through each switching element in the converter has reached a predetermined threshold value or more, a third abnormality detection signal is generated. Thereafter, when the first abnormality detection signal is generated, the control unit determines that an overcurrent has occurred due to a component failure in the first inverter, and that the overcurrent has flowed into the converter. That is, the control unit determines that the converter and the second inverter are normal, but the first inverter is abnormal. In this case, the control unit operates the converter and the second inverter, and shifts the traveling mode of the vehicle to the “evacuation traveling mode in which the second electric motor is driven by the boosting operation by the converter and the second DC / AC conversion operation by the second inverter”. Let

  Similarly, when the generation of the second abnormality detection signal is confirmed after the generation of the third abnormality detection signal, the controller generates an overcurrent due to a component failure of the second inverter, and the overcurrent flows into the converter. Judge. That is, the control unit determines that the converter and the first inverter are normal, but the second inverter is abnormal. In this case, the control unit operates the converter and the first inverter, and shifts the running mode of the vehicle to the “evacuation running mode in which the first electric motor is driven by the boost operation by the converter and the first DC / AC conversion operation by the first inverter”. Let

  As described above, in the power supply apparatus, when an overcurrent flows from the first or second inverter to the converter and the third abnormality detection signal is generated, no abnormality occurs in the converter “first and second”. The vehicle can be retreated using either one of the inverters.

  Other objects, other features, and attendant advantages of the present invention will be readily understood from the description of each embodiment of the present invention described with reference to the following drawings.

FIG. 1 is a schematic configuration diagram of a vehicle to which a “power supply device” according to an embodiment of the present invention is applied. FIG. 2 is a time chart for explaining the operation of the power supply device shown in FIG. 1, and is a time chart when the second inverter is abnormal and the number of retries is one. FIG. 3 is a time chart for explaining the operation of the power supply device shown in FIG. 1, and is a time chart when the second inverter is abnormal and the number of retries is two. FIG. 4 is a time chart for explaining the operation of the power supply device shown in FIG. 1, and is a time chart when the first inverter is abnormal. FIG. 5 is a flowchart showing a “running mode determination routine” of the power supply device according to the embodiment. It is a time chart explaining the modification of an effect | action of the power supply device shown in FIG. 1, and is a time chart in case a 2nd inverter is abnormal similarly to FIG.

<Embodiment>
Hereinafter, a “power supply device” according to an embodiment of the present invention will be described with reference to the drawings. The “power supply device” according to the present embodiment is applied to a hybrid vehicle.

(Constitution)
As shown in FIG. 1, a hybrid vehicle (hereinafter also referred to as “vehicle”) 10 includes a power supply device 11, a load device 12, a drive device 13, and the like according to an embodiment of the present invention.

  The power supply device 11 includes a storage battery 21, a first voltage sensor 22, a second voltage sensor 23, a converter 30, a first inverter 40, a second inverter 60, a control unit 100, a first abnormality detection unit 101, and a second abnormality detection unit 102. , A third abnormality detector 103 and system main relays SMR1 to SMR3.

  The load device 12 includes a first generator motor 81, a second generator motor 82, and an internal combustion engine 83.

  The drive device 13 includes a power split mechanism 90, a speed reduction mechanism 91, an axle 92, a differential gear 93, and drive wheels 94.

  The storage battery 21 is configured by combining a plurality of secondary batteries (lithium ion batteries) that can be charged and discharged. The secondary battery may be a nickel hydrogen battery and other secondary batteries. The positive electrode terminal (P1) and the negative electrode terminal (N1) of the storage battery 21 are connected to one end of each of the pair of power supply lines (PL1, NL1). The other ends of the pair of power supply lines (PL1, NL1) are respectively connected to the pair of low voltage side terminal portions (P2, N2) of the converter 30.

  System main relays (hereinafter referred to as “relays”) SMR1 to SMR3 are devices that connect or disconnect a circuit between the storage battery 21 and the converter 30 in conjunction with a “power switch of the vehicle 10” (not shown). is there. Relay SMR1 is connected between terminal N1 and "the other end of resistor RL having one end connected to terminal N2". Relay SMR2 is connected between terminals N1 and N2. Relay SMR3 is connected between terminals P1 and P2. Relays SMR 1 to 3 are opened and closed by a signal from an electronic control device (hereinafter also referred to as “control unit”) 100.

  The converter 30 includes the above-described pair of low-voltage side terminal portions (P2, N2), a pair of high-voltage side terminal portions (P3, N3), and a voltage conversion unit. In the present specification, the voltage between the pair of low-voltage side terminals (P2, N2) is referred to as a primary voltage VL, and the voltage between the pair of high-voltage terminals (P3, N3) is referred to as a secondary voltage VH. Is done. The voltage conversion unit can convert the primary side voltage VL to the secondary side voltage VH and vice versa.

  The voltage conversion unit of the converter 30 includes a capacitor 31, a reactor 32, a first IGBT 33, a diode 34, a second IGBT 35, a diode 36, and a capacitor 37.

  Capacitor 31 is inserted between a pair of power lines connected to a pair of power supply lines (PL1, NL1) on the high-voltage terminal (P3, N3) side of relays SMR1-3. The capacitor 31 smoothes the primary side voltage VL.

  Reactor 32 is inserted in series with the power line connected to feeder line PL1 on the high-voltage side terminal portion (P3, N3) side than capacitor 31.

  A diode 34 is connected in reverse parallel to the first IGBT 33, and a diode 36 is connected in reverse parallel to the second IGBT 35. The first IGBT 33 and the second IGBT 35 are connected in series so that the anode of the diode 34 and the cathode of the diode 36 are connected at the intermediate connection point Q, and between the pair of high-voltage side terminal portions (P3, N3). Has been inserted. A reactor 32 is connected to the intermediate connection point Q.

  A circuit constituted by the first IGBT 33 and the diode 34 is referred to as an upper arm 30a. A circuit constituted by the second IGBT 35 and the diode 36 is referred to as a lower arm 30b. That is, the upper arm 30a and the lower arm 30b are connected in series.

  The capacitor 37 is inserted between the pair of high-voltage side terminal portions (P3, N3). The capacitor 37 smoothes the secondary side voltage VH.

  The converter 30 is switched based on a PWM (pulse width modulation) signal from the control unit 100 described later (the switch is repeatedly switched between an on state and an off state), so that the secondary side voltage is changed. A step-down operation is performed to convert VH to primary side voltage VL. In this case, converter 30 applies primary side voltage VL to storage battery 21.

  Further, the converter 30 switches the primary IGBT VL to the secondary voltage VL by switching the second IGBT 35 based on a PWM signal from the control unit 100 to be described later (it is repeatedly switched between the on state and the off state). A step-up operation for converting to the side voltage VH is executed. In this case, the converter 30 applies the secondary side voltage VH to the first inverter 40 and the second inverter 60. In converter 30, a power MOSFET or the like can be used instead of IGBT.

  The first inverter 40 includes a pair of input terminal portions (P4, N4), a DC / AC conversion portion, and a first current sensor 47. The pair of input terminal portions (P4, N4) are connected to the pair of high-voltage side terminal portions (P3, N3) of the converter 30, respectively. The DC / AC converter of the first inverter 40 includes a U-phase leg, a V-phase leg, and a W-phase leg. Each of these legs is inserted between a pair of input terminal portions (P4, N4) and connected in parallel to each other.

  The U-phase leg of the first inverter 40 includes an IGBT 41 and an IGBT 42. A diode 51 and a diode 52 are connected in reverse parallel to the IGBT 41 and the IGBT 42, respectively. The IGBT 41 and the IGBT 42 are connected in series so that the anode of the diode 51 and the cathode of the diode 52 are connected. A connection point between the IGBT 41 and the IGBT 42 is connected to a U-phase coil (not shown) of the first generator motor 81.

  The V-phase leg of the first inverter 40 includes an IGBT 43 and an IGBT 44. A diode 53 and a diode 54 are connected in reverse parallel to the IGBT 43 and IGBT 44, respectively. The IGBT 43 and the IGBT 44 are connected in series so that the anode of the diode 53 and the cathode of the diode 54 are connected. A connection point between the IGBT 43 and the IGBT 44 is connected to a V-phase coil (not shown) of the first generator motor 81.

  The W-phase leg of the first inverter 40 includes an IGBT 45 and an IGBT 46. A diode 55 and a diode 56 are connected in reverse parallel to the IGBT 45 and IGBT 46, respectively. The IGBT 45 and the IGBT 46 are connected in series so that the anode of the diode 55 and the cathode of the diode 56 are connected. A connection point between the IGBT 45 and the IGBT 46 is connected to a W-phase coil (not shown) of the first generator motor 81.

  The first current sensor 47 is provided so as to detect a current flowing through the first generator motor 81 (first generator motor current Img1). Since the first generator motor current Img1 is a three-phase current and the sum of its instantaneous values is “0”, the first current sensor 47 has two-phase current (V-phase current and current) as shown in FIG. It is sufficient if it is arranged so as to detect (W-phase current).

  The second inverter 60 includes a pair of input terminal portions (P6, N6), a DC / AC converter, and a second current sensor 67. The pair of input terminal portions (P6, N6) are connected to the pair of high-voltage side terminal portions (P3, N3) of the converter 30, respectively. The DC / AC converter of the second inverter 60 includes a U-phase leg, a V-phase leg, and a W-phase leg. Each of these legs is inserted between a pair of input terminal portions (P6, N6) and connected in parallel to each other. The configuration of the U-phase leg, the V-phase leg, and the W-phase leg of the second inverter 60 is the same as the configuration of each leg of the first inverter 40, and thus description thereof is omitted.

  The second current sensor 67 is provided so as to detect a current flowing through the second generator motor 82 (second generator motor current Img2). Since the second generator motor current Img2 is a three-phase current and the sum of its instantaneous values is “0”, the second current sensor 67 is similar to the first current sensor 47 in the two-phase current (V-phase current). And a W-phase current). In the first inverter 40 and the second inverter 60, other switching elements such as a power MOSFET can be used instead of the IGBT.

  The first inverter 40 and the second inverter 60 are controlled by switching their respective IGBTs based on the PWM signal from the control unit 100.

  More specifically, in the first inverter 40, the IGBTs 41 to 46 are switched based on the PWM signal from the control unit 100 in the first mode (it is repeatedly switched between the on state and the off state). As a result, the DC power between the input terminal portions (P4, N4) is converted into three-phase AC power. In this aspect, the first inverter 40 outputs the voltage of the three-phase AC power to the first generator motor 81 from the connection point of the two IGBTs in the U-phase, V-phase, and W-phase legs.

  Furthermore, the first inverter 40 switches the U-phase by switching the IGBTs 41 to 46 based on the PWM signal from the control unit 100 (repeatedly switching between the on state and the off state) in the second mode. The three-phase AC power from the first generator motor 81 input from the connection point of the two IGBTs in the V-phase and W-phase legs is converted into DC power. In this aspect, the first inverter 40 outputs the voltage of the DC power as the secondary side voltage VH between the input terminal portions (P4, N4). As described above, the first inverter 40 performs the conversion operation from the DC power to the AC power performed in the first mode and the conversion operation from the AC power to the DC power performed in the second mode as the “first DC / AC conversion operation”. ".

  Similarly, the second inverter 60 is switched according to the first mode by switching the IGBTs 61 to 66 based on the PWM signal from the control unit 100 (repeatedly switched between the on state and the off state). DC power between the terminals (P6, N6) is converted into three-phase AC power. In this aspect, the second inverter 50 outputs the voltage of the three-phase AC power to the second generator motor 82 from the connection point of the two IGBTs in each of the U-phase, V-phase, and W-phase legs.

  Furthermore, the second inverter 60 switches the U-phase by switching the IGBTs 61 to 66 based on the PWM signal from the control unit 100 in the second mode (it is repeatedly switched between the on state and the off state). The three-phase AC power from the second generator motor 82 input from the connection point of the two IGBTs in the V-phase and W-phase legs is converted into DC power. In this aspect, the second inverter 60 outputs the voltage of the DC power as the secondary side voltage VH between the input terminal portions (P6, N6). Thus, the conversion operation from the DC power to the AC power performed by the second inverter 60 in the first mode and the conversion operation from the AC power to the DC power performed in the second mode are referred to as “second DC / AC conversion operation”. ".

  Each of the first generator motor 81 and the second generator motor 82 includes a rotor having a permanent magnet inside and a stator around which a three-phase coil is wound. The first generator motor 81 and the second generator motor 82 operate as generator motors and can also operate as generators. The first generator motor 81 is mainly used as a generator, and further cranks the internal combustion engine 83 when the internal combustion engine 83 is started. The second generator motor 82 is mainly used as a generator motor, and generates the driving force of the vehicle 10. The first generator motor 81 and the second generator motor 82 include a rotation position detection sensor (not shown) that detects the rotation position, and a signal from the rotation position detection sensor is sent to the control unit 100.

  The internal combustion engine 83 is a gasoline fuel engine, and generates torque when the control unit 100 controls the intake air amount, the fuel injection amount, and the like.

  The power split mechanism 90 includes a planetary gear mechanism, converts torque from the internal combustion engine 83, the first generator motor 81, and the second generator motor 82, and outputs the torque to the differential gear 93 via the speed reduction mechanism 91 and the axle 92. It is supposed to be. Torque output to the differential gear 93 is transmitted to the drive wheels 94. The power split mechanism 90 and its control method are well known, and Japanese Patent Application Laid-Open No. 2009-126450 (US Published Patent Number US2010 / 0241297) and Japanese Patent Application Laid-Open No. 9-308812 (US Application Date: March 10, 1997). No. 6,131,680) and the like. These are incorporated herein by reference.

  An auxiliary power storage device 96 is connected between the pair of low voltage side terminal portions (P 2, N 2) of the converter 30 via a DC / DC converter 95. The electric power stored in auxiliary power storage device 96 is used not only to drive electrical equipment such as a headlamp (not shown) but also to operate control unit 100.

  The control unit 100 is an electronic control unit having a microcomputer including a CPU, a ROM, and a RAM as main components. The control unit 100 includes a controller that controls the entire system of the vehicle 10, an engine controller that controls the internal combustion engine 83, an MG controller that controls the first inverter 40, the second inverter 60, and the like, a battery that monitors the storage battery 21, and the like. You may be comprised from several electronic control units (ECU: Electronic Control Unit), such as a controller and the brake controller which controls the braking device which is not shown in figure. These controllers exchange information with each other through communication lines.

  Control unit 100 can send commands to relays SMR1 to SMR1 to electrically connect or disconnect storage battery 21 and converter 30.

  The control unit 100 controls the traveling speed (vehicle speed) of the vehicle 10, the amount of depression of the accelerator pedal, the rotational speed of the internal combustion engine 83, the rotational speed of the first generator motor 81, the rotational speed of the second generator motor 82, and the remaining capacity of the storage battery 21. (SOC: State Of Charge) or the like is acquired based on a signal from a sensor (not shown). Further, the control unit 100 controls the primary voltage VL measured by the first voltage sensor 22, the secondary voltage VH measured by the second voltage sensor 23, and the first generator motor current measured by the first current sensor 47. The second generator motor current Img2 and the like measured by Img1 and the second current sensor 67 are acquired.

  Note that the control unit 100 operates the EV traveling mode in which the vehicle 10 travels while operating at least one of the first generator motor 81 and the second generator motor 82 in a state where the internal combustion engine 83 is stopped, the internal combustion engine 83, One of the HV travel modes in which the vehicle 10 travels while operating at least one of the generator motor 81 and the second generator motor 82 can be selectively realized. The control unit 100 determines which mode to travel based on the remaining capacity of the storage battery 21, the vehicle speed, the amount of depression of an accelerator pedal (not shown), and the like.

  The hybrid vehicle traveling control by the HV traveling mode and the EV traveling mode is well known. For example, Japanese Patent Application Laid-Open No. 2009-126450 (US Published Patent Number US2010 / 0241297) and Japanese Patent Application Laid-Open No. 9-308812 (US Application Date 1997). U.S. Pat. No. 6,131,680 dated Mar. 10, 2000) and the like. These are incorporated herein by reference.

  When the first abnormality detection unit 101 detects a failure of a component in the first inverter 40, the first abnormality detection unit 101 is a signal indicating that a component in the first inverter 40 has failed. Also referred to as “inverter abnormality signal”.) DIV1 is generated (its value changes from “0” to “1”). Examples of the component failure include a sensitivity reduction failure of the first current sensor 47 and a short-circuit failure of the IGBTs 41 to 46.

  Further, the first abnormality detection unit 101 includes a sensor (not shown) that detects an overcurrent in each switching element (IGBT 41 to IGBT 46) in the first inverter 40. In this case, the first abnormality detection unit 101 determines that an overcurrent abnormality occurs when an overcurrent is detected in at least one switching element among the IGBTs 41 to 46 (when the current value exceeds the first current threshold Ith1). .

  One cause of overcurrent generated in the first inverter 40 is a failure of the first current sensor 47 in the first inverter 40. For example, when the sensitivity of the first current sensor 47 decreases, the output value (first measured current value) of the first current sensor 47 becomes smaller than the actual current value (actual current value). Therefore, even if the actual current value exceeds the “command current value” commanded by the control unit 100, the measured current value may not exceed the “command current value”. In this case, the control unit 100 that performs current feedback control of the first inverter 40 increases the current so as to reach the measured current value to the “command current value”. Accordingly, the actual current value may reach the first predetermined threshold value Ith1 depending on the degree of sensitivity reduction of the first current sensor 47 and the setting condition of the “command current value”.

  Therefore, in order to detect the failure of the first current sensor 47 described above, the first abnormality detection unit 101 includes the “first measurement current value” measured by the first current sensor 47, the first inverter 40, and the first inverter. Based on the comparison result with the “first estimated current value” estimated from the control information of the generator motor 81, the presence / absence of “first current sensor abnormality” is determined.

  Specifically, the “first estimated current value” includes control information of the first inverter 40 (secondary voltage VH, “command voltage value” from the control unit 100, etc.) and control information of the first generator motor 81 (rotation). Number). For example, calculation is performed according to an arithmetic expression for obtaining a first estimated current value using these control information as variables, or a “look-up table that defines the relationship between these control information and the first estimated current value” created in advance ” By applying the actual control information to the first estimated current value, it is possible to calculate the first estimated current value.

  Therefore, when the ratio of the “first measured current value” to the “first estimated current value” is small, the “actual current” actually flowing to the first inverter 40 is controlled by the control unit 100 by current feedback control by the control unit 100. It becomes larger than the “command current value” to be commanded. The smaller the “ratio”, the greater the degree that the “real current” deviates from the “command current value”, and the probability that an overcurrent abnormality will occur increases.

  That is, in the first inverter 40, when the ratio of the “first measured current value” to the “first estimated current value” is equal to or less than the “predetermined ratio”, a signal indicating that the converter 30 is abnormal, which will be described later. It can be said that there is a high probability that a certain third abnormality detection signal (hereinafter also referred to as “converter abnormality signal”) FCV ”is caused by an overcurrent abnormality of the first inverter 40. The first abnormality detection unit 101 determines that the first current sensor 47 has failed when the ratio of the “first measured current value” to the “first estimated current value” is equal to or less than the “predetermined ratio”. An abnormal signal DIV1 is generated.

  In the present embodiment, the first abnormality detection unit 101 recognizes a failure of any of the IGBT 41 to the IGBT 46 and the first current sensor 47 as well as a component that is a failure diagnosis target in the first inverter 40. Even in such a case, it is determined that there is a possibility of causing an overcurrent abnormality, and the first inverter abnormality signal DIV1 is generated. The first inverter abnormality signal DIV1 is input to the control unit 100. Furthermore, the first abnormality detection unit 101 stops the first DC / AC conversion operation of the first inverter 40 for protecting the circuit (that is, the IGBTs 41 to 46 are turned off).

  When the second abnormality detection unit 102 detects a failure of a component in the second inverter 60, the second abnormality detection unit 102 is a second abnormality detection signal (hereinafter referred to as a "second abnormality") that is a signal indicating that the component in the second inverter 60 has failed. Also referred to as “inverter abnormality signal”.) DIV2 is generated (its value changes from “0” to “1”). The component failure includes, for example, a sensitivity reduction failure of the second current sensor 67 and a short-circuit failure of the IGBTs 61 to 66, as in the first abnormality detection unit 101.

  Furthermore, the second abnormality detection unit 102 includes a sensor (not shown) that detects an overcurrent in each switching element (IGBT 61 to IGBT 66) in the second inverter 60. The second abnormality detector 102 determines that the second inverter 60 is “overcurrent abnormality” when an overcurrent is detected in at least one switching element among the IGBTs 61 to 66.

  The second abnormality detection unit 102 is a “second estimated current value” estimated from the “second measured current value” measured by the second current sensor 67 and the control information of the second inverter 60 and the second generator motor 82. And the presence / absence of “second current sensor failure” is determined based on the comparison result. The specific configuration is the same as the configuration of the first abnormality detection unit 101.

  The second inverter abnormality signal DIV2 is input to the control unit 100. Further, the second abnormality detection unit 102 stops the second DC / AC conversion operation of the second inverter 60 for circuit protection (that is, the IGBT 61 to the IGBT 66 are turned off).

  The third abnormality detection unit 103 determines that the converter 30 is “overcurrent abnormality” when the current flowing through the converter 30 is equal to or greater than a predetermined threshold value Ith3. Specifically, the third abnormality detection unit 103 includes a sensor (not shown) that detects an overcurrent in each switching element (IGBT 33 and IGBT 35) in the converter 30. Third abnormality detection unit 103 determines that converter 30 is “overcurrent abnormality” when the current flowing through IGBT 33 or the current flowing through IGBT 35 is equal to or greater than a predetermined threshold value Ith3.

  Further, the third abnormality detection unit 103 includes a sensor (not shown) that detects overheating of each switching element (IGBT 33 and IGBT 35) in the converter 30. The third abnormality detection unit 103 determines that the converter 30 is “overheating abnormality” when the temperature of the IGBT 33 or the temperature of the IGBT 35 is equal to or higher than a predetermined temperature.

  That is, the third abnormality detection unit 103 detects “overcurrent abnormality” and “overheat abnormality” (hereinafter referred to as “overcurrent abnormality etc.”) of the converter 30. When detecting the “overcurrent abnormality etc.” of the converter 30, the third abnormality detection unit 103 is also referred to as a third abnormality detection signal (hereinafter, “converter abnormality signal”) that is a signal indicating that the converter 30 is abnormal. ) Generate FCV (change its value from “0” to “1”). The converter abnormality signal FCV is input to the control unit 100. Furthermore, the third abnormality detection unit 73 stops the step-up / step-down operation of the converter 30 to protect the circuit (that is, the IGBT 33 and the IGBT 35 are turned off).

(Operation)
Hereinafter, the operation of the power supply device 11 will be described with reference to FIGS. 2 to 4, the current Icv flowing through the converter 30 (IGBT 33 or IGBT 35), the converter abnormality signal (third abnormality detection signal) FCV, the first inverter abnormality signal (first abnormality detection signal) DIV1, the second inverter Time charts for the abnormality signal (second abnormality detection signal) DIV2, the counter c, the operation of the converter 30-forced stop state, the operation of the first inverter 40-forced stop state, and the operation of the second inverter 60-forced stop state are shown. It is.

The “operating state” refers to a state defined below.
For converter 30:
The switching element (IGBT 33) of the upper arm 30a is turned off, and the switching element (IGBT 35) of the lower arm 30b is repeatedly switched between the on state and the off state to be applied to the converter 30 from the storage battery 21. A state in which a boosting operation is performed to boost the primary side voltage VL. Alternatively, by switching the state of the switching element (IGBT 35) of the lower arm 30b to the off state and repeatedly switching the state of the switching element (IGBT 33) of the upper arm 30a between the on state and the off state, the secondary side voltage VH is changed. State where step-down operation is performed to step down.

-For the first inverter 40:
The state which is converting the secondary side voltage VH into the alternating voltage by switching each state of the switching element (IGBT41-46) of a some leg repeatedly between an ON state and an OFF state in a 1st aspect. Or the state which has converted the alternating current power supplied from the 1st generator motor 81 into direct-current power by repeatedly switching each state of IGBT41-46 between an ON state and an OFF state in a 2nd aspect.

・ For the second inverter 60:
The state which is converting the secondary side voltage VH into the alternating voltage by repeatedly switching each state of the switching element (IGBT61-66) of a some leg between an ON state and an OFF state in a 1st aspect. Or the state which is converting the alternating current power supplied from the 2nd generator motor 82 into direct-current power by repeatedly switching each state of IGBT61-66 between an ON state and an OFF state in a 2nd aspect.

The “forced stop state” refers to a state defined below.
In the converter 30, the first inverter 40, and the second inverter 60, the state of each switching element is always kept off.

  The “normal operation” described below means that the converter 30, the first inverter 40, and the second inverter 60 are all in the “operating state”. Furthermore, “normal traveling” described below means that the vehicle 10 equipped with the power supply device 11 is traveling in a state where the power supply device 11 is “normally operating”.

(1) First, an overcurrent abnormality or the like has occurred in the converter 30 (the value of the converter abnormality signal FCV has changed from “0” to “1”) is caused by the inflow of the overcurrent generated in the second inverter 60. A case will be described with reference to FIG.

  At time t0, no abnormality has occurred in the power supply device 11 yet, and the power supply device 11 is operating normally. In this case, converter current Icv flowing through converter 30 is lower than predetermined threshold value Ith3. At time t0, the values of converter abnormality signal FCV, first inverter abnormality signal DIV1, and second inverter abnormality signal DIV2 are all “0”.

  The value of the counter c is set to “0” when the power supply device 11 is operating normally. Therefore, the value of the counter c is “0” at time t0. Further, at time t0, converter 30, first inverter 40, and second inverter 60 are all in the “operating state”. Note that the value of the counter c starts to be incremented when the value of the converter abnormality signal FCV changes from “0” to “1”, and continues incrementing until the value reaches cmax.

  When normal operation is performed, an overcurrent is generated in the second inverter 60 due to some cause, the overcurrent flows into the converter 30, the converter current Icv starts increasing, and a predetermined threshold value is reached at time t1. It exceeds Ith3 (becomes an overcurrent state). At this time, the third abnormality detection unit 103 that detects an overcurrent abnormality of the converter 30 outputs the converter abnormality signal FCV, and the value of the counter c starts to be incremented by “1” (incremented).

  Thereafter, at time t2, converter 30 is shifted from the “operating state” to the “forced stop state” by third abnormality detection unit 103. As a result, only the first inverter 40 and the second inverter 60 are in the “operating state”. In this case, the control unit 100 shifts the travel mode of the vehicle 10 to “MD discharge travel mode” (first retreat travel mode) which is one of the retreat travel modes. In the MD discharge traveling mode, since the converter 30 is in the “forced stop state”, no overcurrent flows in the converter 30. Therefore, at time t2, the value of the converter abnormality signal FCV is changed from “1” to “0”. To change.

  In this “MD discharge running mode”, the electric power of the storage battery 21 is used to operate the second generator motor 82 only as an electric motor, and torque transmitted from the second generator motor 82 to the axle 92 through the power split mechanism 90 is used. This mode is a mode in which a retreat travel mode (MD (Motor Drive) discharge travel mode) that can be performed is performed. At this time, the second generator motor 82 is operated so as to obtain the required driving force from the driver. In the “MD discharge running mode”, even when the converter 30 is stopped, the power stored in the storage battery 21 can be supplied to the second inverter 60 via the diode 34 while being discharged.

  Thereafter, at time t3, a component failure in the second inverter 60 is detected, and the second inverter abnormality signal DIV2 is generated (its value changes from “0” to “1”). This component failure is, for example, a failure of the second current sensor 67. The failure determination of the second current sensor 67 is estimated from the “second measured current value” measured by the second current sensor 67 and the control information of the second inverter 60 and the second generator motor 82 as described above. This is performed based on the comparison result with the “second estimated current value”. Therefore, the time when the overcurrent actually occurs does not always coincide with the time when the component failure is determined. The value of the second inverter abnormality signal DIV2 is maintained at “1” even at time t4.

  After that, at time t4 when the counter c reaches the predetermined value cmax, the control unit 100 executes “retry control” that restarts the step-up / step-down operation of the converter 30 (returns to the “operating state”). In this example, a large current is still generated in the second inverter 60 even at time t4. Therefore, when the “retry control” causes the converter 30 to shift to the “operating state” again, a large current flows into the converter 30 from the second inverter 60, so that an overcurrent occurs again (the converter current Icv is again reduced). Exceeds a predetermined threshold value Ith3). As a result, the value of the converter abnormality signal FCV changes from “0” to “1”. The counter c is once reset at time t4, and after its value is set to “0”, the value of the converter abnormality signal FCV changes from “0” to “1”, and therefore starts to be incremented again.

  After the elapse of time t4, the value of the converter abnormality signal FCV is “1”, the value of the first inverter abnormality signal DIV1 is “0”, and the value of the second inverter abnormality signal DIV2 is “1”. From this result, the control unit 100 indicates that “the occurrence of the converter abnormality signal FCV is caused by the overcurrent generated in the second inverter 60 flowing into the converter 30 and only the second inverter 60 is in an abnormal state. It is determined.

  Then, the control unit 100 shifts the second inverter 60 to the “forced stop” state at time t5. As the second inverter 60 enters the “forced stop” state, the converter current Icv falls below the predetermined threshold value Ith3, and the value of the converter abnormality signal FCV changes from “1” to “0”. At time t5, the control unit 100 switches the travel mode of the vehicle 10 to a retreat travel mode (GD (Generator Drive) travel mode; second retreat travel mode) using the first generator motor 81 that can be boosted by the converter 30. Transition.

  In this GD travel mode, the first inverter 40 is operated to operate the first generator motor 81 as a generator, and the torque transmitted to the axle 92 from the internal combustion engine 83 to the axle 92 through the power split mechanism 90 (hereinafter referred to as the power generator). , Which is also referred to as “internal combustion engine direct torque”). At this time, the internal combustion engine 83 is operated so as to obtain the required driving force from the driver.

  In the GD travel mode, the rotational speed NE of the internal combustion engine 83 is maintained at a desired rotational speed by driving the first generator motor 81. Specifically, when the rotational speed of the first generator motor 81 is higher than the rotational speed NE of the internal combustion engine 83, the first generator motor 81 is regeneratively driven. In this case, AC power generated by the first generator motor 81 being regeneratively driven is converted to DC power by the first inverter 30, and the voltage is stepped down by the converter 30 and stored in the storage battery 21. On the other hand, when the rotational speed of the first generator motor 81 is lower than the rotational speed NE of the internal combustion engine 83, the first generator motor 81 is driven by power running. In this case, the first generator motor 81 is powered by the power supplied from the storage battery 21.

  As described above, in the “forced stop state” of the converter 30, the retreat travel is performed in the MD discharge travel mode. However, when the converter 30 shifts to the GD travel mode after the retry control, the retreat travel can be performed while the converter 30 performs the boost operation. It becomes. That is, it can be said that the MD discharge traveling mode is a transient (temporary) evacuation traveling mode until the boosting operation by the converter 30 is performed. At time t6, the value of the counter c reaches cmax. At this time, the converter 30 is in the “operating state”, so that the retry control is not performed, and the value of the counter c is set to “0”. .

(2) Next, the overcurrent generated in the second inverter 60 is caused by an overcurrent abnormality or the like in the converter 30 (the value of the converter abnormality signal FCV has changed from “0” to “1”). However, unlike the case of (1) above, a case where retry control is performed twice will be described with reference to FIG.

  In this case, the generation time of the second inverter abnormality signal DIV2 (the time when the value changes from “0” to “1”) is delayed as compared with the case shown in FIG. As shown in FIG. 3, when the first retry control is executed at time t4, an overcurrent flows through the converter 30 and the value of the converter abnormality signal FCV changes from “0” to “1”. On the other hand, the value of the second inverter abnormality signal DIV2 remains “0”. Therefore, in this case, control unit 100 determines that converter 30 is abnormal, and shifts converter 30 to the “forced stop state” at time t5. That is, the control unit 100 shifts the travel mode of the vehicle 10 to the “MD discharge travel mode” (first retreat travel mode).

  Thereafter, at time t8, the value of the second inverter abnormality signal DIV2 changes from “0” to “1”. Therefore, when the second retry control is executed at time t6 when the value of the counter c reaches cmax, The control unit 100 determines that the second inverter 60 has an overcurrent abnormality. Then, at time t7, the second inverter 60 is set to the “forced stop state”, and the travel mode of the vehicle 10 is shifted to the “GD travel mode” (second retreat travel mode).

(3) Next, the overcurrent generated in the first inverter 40 is caused by an overcurrent abnormality or the like in the converter 30 (the value of the converter abnormality signal FCV has changed from “0” to “1”). The case of the inflow will be described with reference to FIG.

  Similarly to the above, when overcurrent occurs in the first inverter 40 for some reason and the overcurrent flows into the converter 30 during normal operation, the converter 30 is overloaded at time t1. It becomes a current state. Thereafter, at time t2, the converter 30 is shifted from the “operating state” to the “forced stop state” by the third abnormality detection unit 103, and only the first inverter 40 and the second inverter 60 are set to the “operating state”. In this case, the control unit 100 shifts the travel mode of the vehicle 10 to “MD discharge travel mode” (first retreat travel mode) which is one of the retreat travel modes.

  As shown in FIG. 4, when the first inverter abnormality signal DIV1 is generated at time t3 (its value changes from “0” to “1”), in the first retry control performed at time t4, the converter The abnormality signal FCV and the first inverter abnormality signal DIV1 are detected. Therefore, the control unit 100 determines that the overcurrent is generated due to the abnormality that has occurred in the first inverter 40 and the overcurrent flows into the converter 30.

  Therefore, the control unit 100 “forcefully stops” the first inverter 40 at time t5, and sets the travel mode of the vehicle 10 to “the retreat travel mode using the second generator motor 82 that can be boosted by the converter 30” (third Shift to evacuation mode. In this case, since the step-up / step-down operation by the converter 30 and the DC / AC conversion operation by the second converter 60 are possible, the retreat travel is possible with a driving force equivalent to that during normal travel. However, in this case, since the electric power generated in the first generator motor 81 cannot be supplied to the storage battery 21, the travel distance of the vehicle 10 is limited.

<Specific operation>
Next, a specific operation of the power supply device 11 will be described with reference to FIG. FIG. 5 shows a “traveling mode determination routine” executed by the CPU of the control unit 100.

Less than,
(A) When running normally (no overcurrent has occurred)
(B) Immediately after the value of the converter abnormality signal FCV changes from “0” to “1” during normal traveling, and no failure of the inverter internal component is detected.
(C) When the converter is restarted after the converter is forcibly stopped (after retry control), there is a component failure in the second inverter.
(D) When the converter is restarted after the converter is forcibly stopped based on the change of the converter abnormality signal FCV from “0” to “1” (after retry control), there is a component failure in the first inverter ,
(E) When the converter is restarted after the converter is forced to stop based on the change of the converter error signal FCV value from “0” to “1” (after retry control), both the converter error and the inverter error are detected. If not,
(F) When converter error signal FCV is generated during forced inverter stop.
The case will be described separately.

  In the following, the retry control execution flag Xretry is a flag that is set to “1” when the value of the converter abnormality signal FCV changes from “0” to “1”. The inverter abnormality detection flag Xinv is a flag whose value is set to “1” when the first inverter abnormality signal DIV1 or the second inverter abnormality signal DIV2 is generated.

(A) When traveling normally.
The CPU executes the “running mode determination routine” shown in FIG. 5 every time a predetermined time elapses. Therefore, at an appropriate timing, the CPU starts processing from step 500 in FIG. 5 and proceeds to step 505 to determine whether or not the converter 30 is operating. According to the above assumptions, the vehicle 10 is traveling normally and the converter 30 is operating. Therefore, the CPU makes a “Yes” determination at step 505 to proceed to step 510 to determine whether or not the value of the converter abnormality signal FCV has changed from “0” to “1”.

  Since vehicle 10 is traveling normally, no abnormality has occurred in converter 30. Therefore, the value of the converter abnormality signal FCV maintains “0”, and the value does not change from “0” to “1”. Accordingly, the CPU makes a “No” determination at step 510 to directly proceed to step 595 to end the present routine tentatively. That is, in this case, the normal traveling of the vehicle 10 is continued.

(B) Immediately after the value of the converter abnormality signal FCV has changed from “0” to “1” during normal traveling, and no failure of the components in the inverter has been detected.
At an appropriate timing, the CPU starts processing from step 500 in FIG. 5, determines “Yes” in step 505, and proceeds to step 510. According to the above assumption, at the present time, the value of the converter abnormality signal FCV changes from “0” to “1”. Accordingly, the CPU makes a “Yes” determination at step 510 to proceed to step 515 to determine whether or not the value of the inverter abnormality detection flag Xinv is “0”.

  According to the above assumption, since neither the first inverter abnormality signal DIV1 nor the second inverter abnormality signal DIV2 has occurred at the present time, the value of the inverter abnormality detection flag Xinv is “0”. Therefore, the CPU makes a “Yes” determination at step 515 to proceed to step 520, sets the value of the retry control execution flag Xretry to “1”, proceeds to step 525, and sets the value of the inverter abnormality detection flag Xinv to “1”. Is determined.

  As described above, neither the first inverter abnormality signal DIV1 nor the second inverter abnormality signal DIV2 has occurred at the present time. That is, the value of the inverter abnormality detection flag Xinv is “0”. Therefore, the CPU makes a “No” determination at step 525 to proceed to step 570 to determine whether or not the value of the converter abnormality signal FCV is “1”. At this time, the value of the converter abnormality signal FCV is immediately after changing to “1” (determined as “Yes” in step 510). Accordingly, the CPU makes a “Yes” determination at step 570 to proceed to step 575 to forcibly stop the converter 30 and shift the traveling mode of the vehicle 10 to the “MD discharge traveling mode” (first retreat traveling mode). . Thereafter, the CPU proceeds directly to step 595 to end the present routine tentatively.

(C) When the converter is restarted after the converter is forcibly stopped (after retry control), there is a component failure in the second inverter.
At an appropriate timing, the CPU starts processing from step 500 in FIG. Since converter 30 is in the forced stop state, the CPU makes a “No” determination at step 505 to proceed to step 550 to determine whether or not the value of retry control execution flag Xretry is “1”. At this time, the value of the retry control execution flag Xretry is “1”. Accordingly, the CPU makes a “Yes” determination at step 550 to proceed to step 555, increments the value of the counter c by one from “0”, proceeds to step 560, proceeds to step 560, and the value of the counter c is equal to or greater than cmax. It is determined whether or not. At present, the value of the counter c is “1”, which is smaller than the predetermined value cmax. Accordingly, the CPU makes a “No” determination at step 560 to directly proceed to step 595 to end the present routine tentatively.

  Thereafter, the CPU executes the routine shown in FIG. 5 again at an appropriate timing. That is, at a predetermined timing, the CPU starts the process again from step 500, determines “No” in step 505, proceeds to step 550, sets the value of the counter c to “2”, and proceeds to step 560. move on. At the present time, the value of the counter c is set to “2”, and is smaller than the predetermined value cmax. Therefore, the CPU makes a “No” determination at step 560 to directly proceed to step 595 to end the present routine tentatively.

  As can be understood from the above, the CPU repeatedly executes the processing of step 500, step 550 to step 560 and step 595 in a period in which the value of the counter c does not exceed the predetermined value cmax. Therefore, the value of the counter c increases by “1” at an appropriate timing, and then becomes equal to or greater than the predetermined value cmax.

  When the value of the counter c becomes equal to or greater than the predetermined value cmax, when the CPU proceeds to step 560, the CPU makes a “Yes” determination at step 560 to proceed to step 565 to restart the converter 30 that has been forcibly stopped. That is, retry control is executed. Thereafter, the CPU proceeds to step 525. In this case, since the second inverter abnormality signal DIV2 is generated according to the above assumption, the CPU makes a “Yes” determination at step 525 to proceed to step 530, and the component failure in the first inverter 40 is detected. It is determined whether or not there is (the first inverter abnormality signal DIV1 is generated).

  According to the above assumption, the first inverter abnormality signal DIV1 is not generated. Therefore, the CPU makes a “No” determination at step 530 to proceed to step 545 to place the second inverter 60 in a forced stop state and change the traveling mode of the vehicle 10 to the “GD traveling mode” (second retracted traveling mode). Then, the process proceeds directly to step 595 to end the present routine tentatively.

(D) When the converter is restarted after the converter is forcibly stopped (after retry control), there is a component failure in the first inverter.
As in the above (C), the CPU repeatedly executes the processing of step 500, step 550 to step 560 and step 595 until the value of the counter c becomes equal to or greater than the predetermined value cmax. When the value of the counter c becomes equal to or greater than the predetermined value cmax, when the CPU proceeds to step 560, the CPU makes a “Yes” determination at step 560 to proceed to step 565 to restart the converter 30 that has been forcibly stopped.

  Thereafter, the CPU proceeds to step 525. In this case, since the first inverter abnormality signal DIV1 is generated according to the above-described assumption, the CPU makes a “Yes” determination at step 525 to proceed to step 530, and also determines “Yes” at step 530. To do. Then, the CPU proceeds to step 535 to shift the first inverter 40 to the forced stop state and set the travel mode of the vehicle 10 to “a retreat travel mode using the second generator motor 82 capable of boosting by the converter 30” (third retreat (Running mode), the process proceeds directly to step 595 to end the present routine tentatively.

(E) When the converter is restarted after forced converter stop (after retry control), neither converter abnormality nor inverter abnormality is detected.
As in the above (C) and (D), the CPU repeatedly executes the processing of step 500, step 550 to step 560 and step 595 until the value of the counter c becomes equal to or greater than the predetermined value cmax. When the value of the counter c becomes equal to or greater than the predetermined value cmax, when the CPU proceeds to step 560, the CPU makes a “Yes” determination at step 560 to proceed to step 565 to restart the converter 30 that has been forcibly stopped.

  Thereafter, the CPU proceeds to step 525. According to the above-described assumption, no abnormality of the inverter (abnormality of the first inverter 40 and the second inverter 60) has occurred. Therefore, the CPU makes a “No” determination at step 525 to proceed to step 570. According to the above assumption, since the converter 30 is not abnormal, the value of the converter abnormality detection signal FCV is “0”. Accordingly, the CPU makes a “No” determination at step 570 to proceed to step 580 to shift the traveling mode of the vehicle 10 to the “normal traveling mode”, and directly proceeds to step 595 to end the present routine tentatively.

  Thus, even after converter 30 is forcibly stopped, if no abnormality is detected after retry control, it is possible to immediately return to the normal travel mode.

(F) A converter error signal is generated during forced inverter stop.
The retreat travel (second retreat travel mode) performed in a state where the second inverter 60 is forcibly stopped and the retreat travel (third retreat travel mode) performed in a state where the first inverter 40 is forcibly stopped are a converter. It is executed in a state where 30 is operated. Therefore, when any of these retreat travels is being executed, the CPU makes a “Yes” determination at step 505 to proceed to step 510.

  According to the above assumption, the value of the converter abnormality signal FCV changes from “0” to “1”. Accordingly, the CPU makes a “Yes” determination at step 510 to proceed to step 515. At this time, since the value of the inverter abnormality flag Xinv is “1”, the CPU makes a “No” determination at step 515 to proceed to step 540, where all of the converter 30, the first inverter 40, and the second inverter 60 are processed. Is set to “forced stop state”, the value of the inverter abnormality flag Xinv and the value of Xretry are set to “0”, and the process proceeds directly to step 595 to end the present routine tentatively.

  This state is a state in which at least two of the converter 30, the first inverter 40, and the second inverter 60 are abnormal. In this case, the CPU determines that control for performing the retreat travel is difficult.

  Next, when the CPU starts again from step 500 in FIG. 5, the CPU makes a “No” determination at step 505 to proceed to step 550. At this time, the value of the retry control execution flag Xretry is “0”. Therefore, the CPU makes a “No” determination at step 550 to directly proceed to step 595 to end the present routine tentatively.

<Modification>
The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention.

  In the above embodiment, the first abnormality detection unit 101 may detect “overheating abnormality” of each switching element (IGBT41 to IGBT46) in the first inverter 40 and output the first inverter abnormality signal DIV1. .

  The first abnormality detection unit 101 detects these overheating abnormalities in order to prevent burning of each switching element in the first inverter 40. The first abnormality detection unit 101 determines that the first inverter 40 is “overheating abnormality” when the temperature of each switching element in the first inverter 40 exceeds a predetermined temperature. Specifically, the temperature of each switching element is detected by a temperature sensor such as a thermistor (not shown) disposed in the vicinity of each switching element. Therefore, when each temperature (or any temperature) of each switching element detected by these temperature sensors becomes higher than a predetermined temperature threshold value, it can be determined that the “overheating abnormality” has occurred.

  A state where the temperature of each switching element is high means that a large amount of current flows in each switching element (or any one thereof). That is, when the temperature of each switching element (or any one thereof) is higher than a predetermined temperature threshold, there is a high probability that a large current is flowing from the first inverter 40 to the converter 30. Furthermore, the predetermined threshold of the converter 30 is high. There is a high probability that the current flows beyond Ith3.

  That is, in the first inverter 40, when it is recognized that there is any “overheating abnormality” of each switching element, the cause of the converter abnormality signal FCV is the overheating abnormality of any switching element of the first inverter 40. It can be said that the probability is high. Therefore, the first abnormality detection unit 101 may output the first inverter abnormality signal DIV1 when any temperature of each switching element exceeds a predetermined temperature threshold.

  Similarly, the second abnormality detection unit 102 may output the second inverter abnormality signal DIV2 when the temperature (any temperature) of each switching element of the second inverter 60 exceeds a predetermined temperature threshold.

  In the above embodiment, after the converter abnormality signal FCV is generated, the converter 30 is shifted to the “forced stop state”, but the first inverter 40 and the second inverter 60 are also shifted to the “forced stop state”. May be allowed. In this case, all of the converter 30, the first inverter 40, and the second inverter 60 are restarted by the retry control after “forced stop” (see FIG. 6).

  When the converter 30 shifts to the “forced stop state” in the above embodiment, as described above, the travel mode of the vehicle 10 is shifted to the retreat travel mode (MD discharge travel mode). In the case of this modification, when the converter 30 shifts to the “forced stop state”, no driving force can be generated, but since the retry control interval tint is about several hundred milliseconds, there is a particular hindrance in the retreat travel. There is no.

  The present invention is not limited to application to a hybrid vehicle, but can also be applied to an electric vehicle having a plurality of generator motors individually controlled by a plurality of inverters as a vehicle driving force generation source (driving source). The “electric vehicle” is, for example, a hybrid vehicle having a power train configuration different from the configuration shown in FIG. 1, an electric vehicle not equipped with an internal combustion engine, or a fuel cell vehicle equipped with a fuel cell instead of the internal combustion engine. is there.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Power supply device, 12 ... Load device, 13 ... Drive device, 21 ... Storage battery, 30 ... Converter, 40 ... First inverter, 60 ... Second inverter, 81 ... First generator motor, 82 ... Second A generator motor, 83 ... an internal combustion engine, 94 ... a drive wheel, 100 ... an electronic control device, 101 ... a first abnormality detector, 102 ... a second abnormality detector, 103 ... a third abnormality detector.

Claims (1)

Applied to a vehicle equipped with a first electric motor capable of generating a driving force of the vehicle and a second electric motor capable of generating a driving force of the vehicle;
A power supply device comprising a storage battery, a converter, a first inverter, a second inverter, a control unit, a first abnormality detection unit, a second abnormality detection unit, and a third abnormality detection unit,
The converter is configured to boost a voltage applied from the storage battery and perform a boosting operation to apply the boosted voltage to the first inverter and the second inverter,
The first inverter is configured to perform a first DC / AC conversion operation in which a DC voltage applied from the converter is converted into an AC voltage and applied to the first electric motor,
The second inverter is configured to perform a second DC / AC conversion operation in which a DC voltage applied from the converter is converted into an AC voltage and applied to the second electric motor,
The control unit is configured to cause the first inverter to perform the first DC / AC conversion operation, to cause the second inverter to perform the second DC / AC conversion operation, and to cause the converter to perform the boosting operation. ,
The first abnormality detection unit is configured to generate a first abnormality detection signal when a failure of a component in the first inverter is detected,
The second abnormality detection unit is configured to generate a second abnormality detection signal when a failure of a component in the second inverter is detected,
In the power supply apparatus configured to generate a third abnormality detection signal when the current flowing through the converter is equal to or greater than a predetermined threshold,
The controller is
When the generation of the first abnormality detection signal is not confirmed at the time when the third abnormality detection signal is generated, the boost operation of the converter is stopped and the power of the storage battery is supplied to the second inverter and converted. Supplying the AC power to the second electric motor, causing the vehicle to travel by operating the second electric motor,
When the generation of the first abnormality detection signal is confirmed at the time when the boosting operation of the converter is restarted after a lapse of a predetermined time after the boosting operation of the converter is stopped, the first DC of the first inverter is confirmed. The AC conversion operation is stopped, and the vehicle is caused to travel by applying an AC voltage to the second electric motor using the converter and the second inverter,
When the generation of the second abnormality detection signal is not confirmed at the time when the third abnormality detection signal is generated, the boost operation of the converter is stopped and the power of the storage battery is supplied to the second inverter and converted. Supplying the AC power to the second electric motor, causing the vehicle to travel by operating the second electric motor,
When the generation of the second abnormality detection signal is confirmed at the time when the boosting operation of the converter is restarted after a lapse of a predetermined time after the boosting operation of the converter is stopped, the second DC of the second inverter. AC driving is stopped, and the vehicle is driven by applying an AC voltage to the first electric motor using the converter and the first inverter.
Power supply unit configured as follows.

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