WO2012160700A1

WO2012160700A1 - Power control apparatus, vehicle provided with same, and method for controlling electrical discharge of capacitor

Info

Publication number: WO2012160700A1
Application number: PCT/JP2011/062125
Authority: WO
Inventors: 賢司桐山
Original assignee: トヨタ自動車株式会社
Priority date: 2011-05-26
Filing date: 2011-05-26
Publication date: 2012-11-29

Abstract

A control apparatus (20) discharges residual charges of capacitors (C0, C1) by controlling switching elements (Q3, Q4) of an inverter (14) to be in a conducting state when vehicle collision is detected by means of a collision sensor (22). A temperature sensor (18) detects the temperature (T) of the switching element (Q3) to be used for the purpose of discharging electricity. When the residual charges of the capacitors (C0, C1) are being discharged, the control apparatus (20) controls the conducting state of the switching elements (Q3, Q4) on the basis of the temperature (T) detected by means of the temperature sensor (18).

Description

Power control device, vehicle equipped with the same, and capacitor discharge control method

The present invention relates to a power control device, a vehicle including the power control device, and a capacitor discharge control method, and more particularly to a control technique for discharging a residual charge of a capacitor provided in a power control device mounted on the vehicle.

Japanese Patent Laying-Open No. 2005-20952 (Patent Document 1) discloses a control device for discharging a residual charge of a capacitor (smoothing capacitor) used in an electric vehicle, a hybrid vehicle, or the like at the time of a vehicle collision. In this control device, the system main relay is turned off when a collision prediction signal is input during traveling of the vehicle. And the residual charge of a capacitor | condenser is discharged by controlling the switching element of an inverter circuit so that a torque may not generate | occur | produce in the motor for a vehicle drive.

According to this control device, it is possible to completely eliminate the danger caused by the capacitor in which high voltage power is stored even in the event of a vehicle collision (see Patent Document 1).

JP 2005-20952 A JP 2008-11670 A JP 2010-200455 A JP 2010-183676 A JP 2010-93934 A

From the aspect of ensuring safety in the event of a vehicle collision, it is required to discharge the residual charge of the capacitor in which high voltage power is stored in as short a time as possible when the vehicle collides. The control device disclosed in Japanese Patent Application Laid-Open No. 2005-20952 is useful in that the residual charge of the capacitor can be reliably discharged in the event of a vehicle collision, but from the viewpoint of discharging the residual charge of the capacitor in as short a time as possible. Not specifically considered.

Therefore, an object of the present invention is to discharge a residual charge of a capacitor provided in a power control device mounted on a vehicle in as short a time as possible.

According to this invention, the power control device is a power control device mounted on a vehicle, and includes a power conversion device, a power line connected to the power conversion device, a capacitor, a control device, and a temperature sensor. . The power conversion device includes at least one power switching element. The capacitor smoothes the voltage of the power line. When the discharge of the capacitor is requested, the control device discharges the residual charge of the capacitor by controlling the power switching element. The temperature sensor detects the temperature of the power switching element. The control device controls the energization state of the power switching element based on the detected temperature of the power switching element when discharging the residual charge of the capacitor.

Preferably, the power control device further includes a collision detection device for detecting a vehicle collision. When a collision is detected by the collision detection device, the capacitor is required to be discharged.

Preferably, the control device controls the energization state of the power switching element based on the detected temperature of the power switching element so that the temperature of the power switching element becomes a predetermined set temperature.

More preferably, the predetermined set temperature is determined based on the heat-resistant temperature of the power switching element.

Preferably, the control device controls the gate voltage of the power switching element based on the detected temperature of the power switching element.

Preferably, the power conversion device is an inverter that drives an electric motor mounted on the vehicle.
Preferably, the power conversion device is a converter that boosts the voltage of the power line to be higher than the voltage of the power storage device mounted on the vehicle.

Also preferably, the power converter is a converter that boosts the output voltage to a voltage higher than the voltage of the power line.

According to the invention, the vehicle includes any one of the power control devices described above.
According to the invention, the discharge control method is a capacitor discharge control method in a power control device mounted on a vehicle. The power control device includes a power conversion device, a power line connected to the power conversion device, and a capacitor. The power conversion device includes at least one power switching element. The capacitor smoothes the voltage of the power line. The discharge control method includes a step of detecting the temperature of the power switching element, and a step of discharging the residual charge of the capacitor by controlling the energization state of the power switching element based on the detected temperature of the power switching element. including.

Preferably, the discharge control method further includes a step of detecting a vehicle collision. When a vehicle collision is detected, the residual charge of the capacitor is discharged in the step of discharging the residual charge.

Preferably, the step of discharging the residual charge includes a step of controlling the energization state of the power switching element based on the detected temperature of the power switching element so that the temperature of the power switching element becomes a predetermined set temperature. .

Preferably, the step of discharging the residual charge includes the step of controlling the gate voltage of the power switching element based on the detected temperature of the power switching element.

In the present invention, when the capacitor is required to be discharged, the residual charge of the capacitor is discharged by controlling the power switching element of the power converter to an energized state. At this time, the temperature of the power switching element is detected by the temperature sensor, and the energization state of the power switching element is controlled based on the detected temperature. As a result, at the time of discharging the residual charge of the capacitor, it is possible to allow the maximum current to flow through the power switching element as long as the power switching element is not destroyed by overheating.

Therefore, according to the present invention, it is possible to discharge the residual charge of the capacitor provided in the power control device mounted on the vehicle in as short a time as possible.

1 is an overall configuration diagram of a vehicle equipped with a power control device according to an embodiment of the present invention. It is a functional block diagram of the control apparatus regarding the discharge control of a capacitor | condenser. It is the figure which showed the change of the temperature and electric current of a switching element at the time of execution of discharge control of a capacitor, and the voltage of a capacitor. It is the figure which showed the change of the temperature etc. of a switching element at the time of execution of the discharge control of a capacitor | condenser in case the upper limit electric current of a switching element is defined. It is a flowchart for demonstrating the process sequence of the discharge control of the capacitor | condenser by the control apparatus shown in FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

FIG. 1 is an overall configuration diagram of a vehicle equipped with a power control apparatus according to an embodiment of the present invention. Referring to FIG. 1, vehicle 100 includes a power storage device B, system relays SR1 and SR2, a power control unit (hereinafter referred to as “PCU (Power Control Unit)”) 10, an electric motor M, and drive wheels DW. And a control device 20 and a collision sensor 22.

The power storage device B is a direct current power source, and typically includes a secondary battery such as nickel metal hydride or lithium ion, an electric double layer capacitor, or the like. System relay SR1 is connected between the positive terminal of power storage device B and power line 6, and system relay SR2 is connected between the negative terminal of power storage device B and power line 5. System relays SR1 and SR2 are turned on / off by a signal SE from control device 20.

PCU 10 includes a converter 12, an inverter 14, capacitors C 0 and C 1, and a voltage sensor 13. Converter 12 includes a reactor L, power semiconductor switching elements Q1, Q2, and diodes D1, D2. Power semiconductor switching elements Q <b> 1 and Q <b> 2 are connected in series between power line 7 and power line 5. The power semiconductor switching elements Q1, Q2 are driven by drive signals S1, S2 from the control device 20.

As a power semiconductor switching element (hereinafter simply referred to as “switching element”), an IGBT (Insulated Gate Bipolar Transistor), a power MOS (Metal Oxide Semiconductor) transistor, a power bipolar transistor, or the like can be used. . Diodes D1 and D2 are connected in antiparallel to switching elements Q1 and Q2, respectively. Reactor L is connected between a connection node of switching elements Q1, Q2 and power line 6.

The capacitor C1 is connected between the power line 6 and the power line 5, and smoothes the voltage between the

power lines

6 and 5. Capacitor C0 is connected between power line 7 and power line 5, and smoothes the voltage between

power lines

7 and 5. The voltage sensor 13 detects the voltage VH (voltage between the power lines 7 and 5) across the capacitor C0 and outputs the detected value to the control device 20.

The inverter 14 includes a U-phase upper and lower arm 15, a V-phase upper and lower arm 16, and a W-phase upper and lower arm 17 that are provided in parallel between the power line 7 and the power line 5. Each phase upper and lower arm is configured by a switching element connected in series between the power line 7 and the power line 5. That is, the U-phase upper and lower arms 15 are composed of switching elements Q3 and Q4, the V-phase upper and lower arms 16 are composed of switching elements Q5 and Q6, and the W-phase upper and lower arms 17 are composed of switching elements Q7 and Q8. Diodes D3 to D8 are connected in antiparallel to switching elements Q3 to Q8, respectively. Switching elements Q3-Q8 are driven by drive signals S3-S8 from control device 20.

Further, the inverter 14 includes a temperature sensor 18. Temperature sensor 18 detects temperature T of switching element Q 3 and outputs the detected value to control device 20. Note that temperature sensors may also be provided in the other switching elements Q4 to Q8. In the following, it is assumed that the temperature T is typically detected in the switching element Q3 and used in the control device 20. However, instead of the switching element Q3 or together with the switching element Q3, the detected temperature of other switching elements is controlled by the control device. 20 may be used.

The motor M is typically a permanent magnet type three-phase AC synchronous motor, and is configured such that one end of three coils of U, V, and W phases are commonly connected to a neutral point. The other end of each phase coil is connected to the midpoint of each phase upper and lower arms 15-17. The electric motor M is driven by the inverter 14 and generates torque for driving the drive wheels DW. The electric motor M may be configured to have a function of a generator driven by the driving wheels DW when the vehicle is braked.

Converter 12 is a current reversible chopper circuit, and boosts voltage VH between

power lines

7 and 5 to an output voltage of power storage device B or higher. The step-up operation is performed by supplying the electromagnetic energy accumulated in the reactor L during the ON period of the switching element Q2 to the power line 7 via the diode D1 during the OFF period of the switching element Q2. Note that the voltage VH is stepped down by passing a current from the power line 7 to the power line 6 during the ON period of the switching element Q1. The voltage conversion ratio (the ratio of voltage VH to the voltage between power lines 6 and 5) in converter 12 is controlled by the on-period ratio (duty ratio) of switching elements Q1 and Q2 with respect to the switching period. If switching elements Q1 and Q2 are fixed to ON and OFF, respectively, voltage VH can be set to a voltage between power lines 6 and 5 (voltage conversion ratio = 1.0).

The inverter 14 converts the DC voltage supplied from the power line 7 into an AC voltage and drives the motor M by the switching operation of the switching elements Q3 to Q8 in response to the drive signals S3 to S8 from the control device 20. Further, when braking the vehicle, the inverter 14 converts the AC voltage generated by the electric motor M into a DC voltage by a switching operation in response to the drive signals S3 to S8, and supplies the converted DC voltage to the converter 12.

Further, the inverter 14 operates as a discharge device that discharges the residual charges of the capacitors C0 and C1 when a vehicle collision is detected. Specifically, when a vehicle collision is detected, system relays RY1 and RY2 are turned off, and switching elements Q3 and Q4 are energized by controlling the gate voltage of switching elements Q3 and Q4 in inverter 14. Be controlled. As a result, the residual charges in the capacitors C0 and C1 are discharged through the switching elements Q3 and Q4. The residual charge in the capacitor C1 is supplied to the inverter 14 via the diode D1.

In this embodiment, the capacitors C0 and C1 are typically discharged by controlling the switching elements Q3 and Q4 to the energized state, but the upper arm is replaced with the switching element Q3 or switching. Together with the element Q3, at least one of the switching elements Q5 and Q7 may be used. Also for the lower arm, at least one of the switching elements Q6 and Q8 may be used instead of the switching element Q4 or together with the switching element Q4.

The collision sensor 22 outputs a collision detection signal to the control device 20 when a vehicle collision is detected. The collision sensor 22 is typically constituted by an acceleration sensor or the like. The collision sensor 22 may be constituted by a radar sensor or the like so that a vehicle collision is detected in advance and a signal is output to the control device 20.

The control device 20 is composed of an electronic control unit (ECU (Electronic Control Unit)), and performs vehicle processing by executing software stored in advance by a CPU (not shown) and / or hardware processing using a dedicated electronic circuit. 100 runs are controlled.

As a representative function, the control device 20 calculates a torque command value of the electric motor M based on the accelerator opening, the vehicle speed, and the like, and the converter 12 outputs the torque according to the torque command value. And the operation of the inverter 14 is controlled. That is, control device 20 generates drive signals S1 to S8 for controlling converter 12 and inverter 14 and outputs them to converter 12 and inverter 14.

Further, when receiving a collision detection signal from the collision sensor 22, the control device 20 generates a signal SE instructing opening of the system relays SR1 and SR2, and outputs the signal SE to the system relays SR1 and SR2. Thereafter, control device 20 controls switching elements Q3 and Q4 to be energized by controlling the gate voltage of switching elements Q3 and Q4 of inverter 14. As a result, the residual charges in the capacitors C0 and C1 are discharged through the switching elements Q3 and Q4.

Here, the control device 20 controls the gate voltages of the switching elements Q3 and Q4 based on the detected temperature of the temperature sensor 18 that detects the element temperature of the inverter 14. Specifically, the control device 20 controls the gate voltages of the switching elements Q3 and Q4 so that the temperature T detected by the temperature sensor 18 becomes a predetermined set temperature. This set temperature is set to the maximum temperature based on the heat-resistant temperature of switching elements Q3 and Q4. That is, when the capacitors C0 and C1 are discharged, the control device 20 controls the gate voltages of the switching elements Q3 and Q4 so that the temperature of the switching elements Q3 and Q4 becomes maximum within a range in which the switching elements Q3 and Q4 are not destroyed by overheating. To do. As a result, the maximum current can be passed through the switching elements Q3 and Q4 within a range in which the switching elements Q3 and Q4 are not destroyed by overheating, and the capacitors C0 and C1 can be discharged in as short a time as possible.

FIG. 2 is a functional block diagram of the control device 20 related to the discharge control of the capacitors C0 and C1. Referring to FIG. 2, control device 20 includes a subtraction unit 32, a controller 34, and a drive signal generation unit 36.

The subtracting unit 32 subtracts the detected value of the temperature T from the set temperature TR and outputs the calculation result to the controller 34. As described above, set temperature TR is set to the maximum temperature within a range in which switching elements Q3 and Q4 do not cause overheating destruction based on the heat-resistant temperature of switching elements Q3 and Q4.

The controller 34 determines the gate voltage VG of the switching elements Q3 and Q4 based on the temperature deviation received from the subtraction unit 32. Specifically, the controller 34 determines the gate voltage VG based on the temperature deviation from the subtracting unit 32 so that the temperature T of the switching elements Q3 and Q4 becomes the set temperature TR when the capacitors C0 and C1 are discharged. As an example, the controller 34 can be configured by a proportional-integral controller that receives the temperature deviation from the subtracting unit 32 as an input. When the temperature T is higher than the set temperature TR, the gate voltage VG is set to 0 (energization amount 0).

The drive signal generator 36 generates drive signals S3 and S4 for applying the gate voltage VG to the switching elements Q3 and Q4, and outputs the generated drive signals S3 and S4 to the inverter 14. The remaining switching elements that are not used for discharging the capacitors C0 and C1 are gated (gate voltage 0).

FIG. 3 is a diagram showing changes in the temperature T and current I of the switching element Q3 and the voltage VH of the capacitor C0 when the discharge control of the capacitors C0 and C1 is executed. Referring to FIG. 3, at time t1, a collision is detected by collision sensor 22 (FIG. 1), and discharging of capacitors C0 and C1 is started. At time t1, temperature T of switching element Q3 (Q4) is assumed to be lower than set temperature TR. In addition, the current I is 0 at time t1 and before, but current may flow at time t1.

When the discharge control is started at time t1, the gate voltage VG of the switching elements Q3 and Q4 is controlled, so that the residual charges of the capacitors C0 and C1 flow as current I to the switching elements Q3 and Q4. In this embodiment, since gate voltage VG of switching elements Q3 and Q4 is controlled so that temperature T becomes set temperature TR, current I increases until temperature T reaches set temperature TR.

That is, in this embodiment, the upper limit value of the current I of the switching elements Q3 and Q4 is not predetermined, but the temperature T of the switching elements Q3 and Q4 becomes the upper limit temperature (set temperature TR) when the capacitors C0 and C1 are discharged. Thus, the energization of the switching elements Q3 and Q4 is controlled. As a result, the maximum current can be passed through the switching elements Q3 and Q4 within a range in which the switching elements Q3 and Q4 are not destroyed by overheating, and the capacitors C0 and C1 can be discharged in as short a time as possible.

FIG. 4 is a diagram showing changes in the temperature T of the switching element Q3 and the like when executing the discharge control of the capacitors C0 and C1 when the current upper limit of the switching elements Q3 and Q4 is determined. FIG. 4 is shown in comparison with FIG. 3 as a comparative example to this embodiment, and can correspond to the prior art.

Referring to FIG. 4, at time t1, a collision is detected by collision sensor 22, and discharging of capacitors C0 and C1 is started. When the discharge control is started, the residual charges in the capacitors C0 and C1 are made to flow as current I through the switching elements Q3 and Q4. Here, when the upper limit IU of the current I of the switching elements Q3 and Q4 is determined so that the switching elements Q3 and Q4 are not destroyed under all conditions, the energization amount of the switching elements Q3 and Q4 is limited to the upper limit IU. .

However, the temperature T of the switching element Q3 (Q4) has a margin up to the upper limit temperature (set temperature TR), and it cannot be said that maximum discharge is performed within a range in which the switching elements Q3 and Q4 are not destroyed by overheating. . As a result, the discharge time of the capacitors C0 and C1 becomes long.

On the other hand, in this embodiment, the energization amount of the switching elements Q3 and Q4 (that is, the capacitance of the capacitors) until the temperature of the switching elements Q3 and Q4 used for discharging the capacitors C0 and C1 reaches the upper limit (set temperature TR). (Discharge rate) can be increased, the discharge current is maximized in a range where the switching elements Q3 and Q4 are not overheated when the capacitors C0 and C1 are discharged, and the discharge time of the capacitors C0 and C1 is shortened.

FIG. 5 is a flowchart for explaining a processing procedure of discharge control of the capacitors C0 and C1 by the control device 20 shown in FIG. The process of this flowchart is called from the main routine and executed every certain time or every time a predetermined condition is satisfied.

Referring to FIG. 1 together with FIG. 5, the control device 20 determines whether or not a vehicle collision has been detected based on a signal from the collision sensor 22 (step S10). If no collision is detected (NO in step S10), control device 20 proceeds to step S60 without executing a series of subsequent processes.

If it is determined in step S10 that a vehicle collision has been detected (YES in step S10), control device 20 turns off system relays SR1 and SR2 (step S20). Next, control device 20 receives the detected value of temperature T of switching element Q3 from temperature sensor 18 (step S30).

Then, control device 20 performs discharge control of capacitors C0 and C1 by controlling gate voltage VG of switching elements Q3 and Q4 so that temperature T becomes set temperature TR by the method shown in FIG. (Step S40). As described above, set temperature TR is set to the maximum temperature within a range in which switching elements Q3 and Q4 do not cause overheating destruction based on the heat-resistant temperature of switching elements Q3 and Q4.

Next, the control device 20 determines whether or not the voltage VH indicating the voltage of the capacitor C0 is lower than the threshold value (step S50). This threshold value is a set value for determining the end of discharge of the capacitors C0 and C1, and is set to a sufficiently small value.

If it is determined in step S50 that voltage VH is equal to or higher than the threshold value (NO in step S50), control device 20 returns the process to step S30. On the other hand, if it is determined in step S50 that voltage VH is lower than the threshold value (YES in step S50), it is determined that discharging of capacitors C0 and C1 has been completed, and the process proceeds to step S60.

As described above, in this embodiment, when a collision of the vehicle is detected by the collision sensor 22, the switching elements Q3 and Q4 of the inverter 14 are set to the energized state assuming that the capacitors C0 and C1 are required to be discharged. By controlling, the residual charges of the capacitors C0 and C1 are discharged. At this time, the temperature T of the switching element Q3 is detected by the temperature sensor 18, and the energization state of the switching elements Q3 and Q4 is controlled based on the detected temperature. Thereby, at the time of discharging the residual charges of the capacitors C0 and C1, the maximum current can be supplied to the switching elements Q3 and Q4 within a range where the switching elements Q3 and Q4 are not destroyed by overheating. Therefore, according to this embodiment, the residual charges of the capacitors C0 and C1 can be discharged in as short a time as possible.

In the above embodiment, the capacitors C0 and C1 are discharged by controlling the switching elements Q3 and Q4 of the inverter 14 to be energized, but instead of the upper arm switching element Q3 or In addition to the switching element Q3, at least one of the switching elements Q5 and Q7 of the upper arm may be used. Similarly, at least one of the switching elements Q6 and Q8 of the lower arm may be used instead of or together with the switching element Q4 of the lower arm.

When other switching elements are used for discharging the capacitors C0 and C1 instead of the switching elements Q3 and Q4, the detected value of the temperature sensor provided in the switching element used for discharging is used. When discharging the capacitors C0 and C1 using a plurality of switching elements in the upper arm or the lower arm, the gate voltage of each switching element is detected by the method shown in FIG. 2 using the detection value having the highest temperature. VG can be determined. Alternatively, the control system of FIG. 2 may be configured for each switching element, and the gate voltage VG having the lowest gate voltage may be used as the gate voltage of each switching element.

In the above description, the gate voltage VG of the switching elements Q3 and Q4 is controlled so that the temperature T of the switching element Q3 becomes the set temperature TR. However, when the temperature T is lower than the set temperature TR, the gate voltage VG is controlled. The voltage VG may be maximized, and the gate voltage VG may be set to 0 when the temperature T reaches or reaches the set temperature TR.

In the above description, the capacitors C0 and C1 are discharged using the inverter 14, but the same discharge control as described above may be performed using the switching elements Q1 and Q2 of the converter 12. Alternatively, discharge control similar to the above can be performed using both the converter 12 and the inverter 14. When the converter 12 is used, the residual charge of the capacitor C1 is discharged by the switching element Q2 of the converter 12.

Further, when the inverter 14 is used for discharge control of the capacitors C0 and C1, the inverter 14 may be controlled so that a current flows through the coil of the electric motor M. At this time, the mechanical brake may be automatically operated so that the driving wheel DW does not rotate, or the inverter 14 is controlled so that only the d-axis current is generated so that the rotating torque is not generated in the electric motor M. May be.

The present invention can also be applied to a system that does not include the converter 12. In this case, the residual charge of the capacitor C0 is discharged by the inverter 14.

Also, the present invention can be applied to various vehicles having the basic configuration of the vehicle 100 shown in FIG. For example, the present invention is also applicable to a hybrid vehicle in which an engine is further mounted in the configuration shown in FIG.

In the above, at least one of inverter 14 and converter 12 corresponds to an embodiment of “power converter” in the present invention, and at least one of capacitors C0 and C1 is an embodiment of “capacitor” in the present invention. Corresponding to The collision sensor 22 corresponds to an example of the “collision detection device” in the present invention.

The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

5-7 power line, 10 PCU, 12 converter, 13 voltage sensor, 14 inverter, 15 U phase upper and lower arm, 16 V phase upper and lower arm, 17 W phase upper and lower arm, 18 temperature sensor, 20 control device, 22 collision sensor, 32 subtraction Unit, 34 controller, 36 drive signal generation unit, 100 vehicle, B power storage device, SR1, SR2 system relay, C0, C1 capacitor, Q1-Q8 switching element, D1-D8 diode, L reactor, M motor, DW drive wheel.

Claims

A power control device mounted on a vehicle,
A power converter (14; 12) including at least one power switching element (Q3-Q8; Q1, Q2);
Power lines (7, 5; 6, 5) connected to the power converter;
A capacitor (C0; C1) for smoothing the voltage of the power line;
A control device (20) for discharging the residual charge of the capacitor by controlling the power switching element when discharge of the capacitor is required;
A temperature sensor (18) for detecting the temperature of the power switching element;
The said control apparatus is an electric power control apparatus which controls the energization state of the said power switching element based on the detection temperature of the said power switching element at the time of discharge of the residual charge of the said capacitor | condenser.
A collision detection device (22) for detecting a collision of the vehicle;
The power control device according to claim 1, wherein when a collision is detected by the collision detection device, discharging of the capacitor is required.
The power control device according to claim 1 or 2, wherein the control device controls the energization state based on the detected temperature so that a temperature of the power switching element becomes a predetermined set temperature.
The power control device according to claim 3, wherein the predetermined set temperature is determined based on a heat-resistant temperature of the power switching element.
The power control device according to claim 1 or 2, wherein the control device controls a gate voltage of the power switching element based on the detected temperature.
The power control device according to claim 1 or 2, wherein the power conversion device is an inverter (14) that drives an electric motor (M) mounted on the vehicle.
The said power converter device is a converter (12) which pressure | voltage-rises the voltage of the said power line (7, 5) more than the voltage of the electrical storage apparatus (B) mounted in the said vehicle. Power control device.
The power control device according to claim 1 or 2, wherein the power conversion device is a converter (12) that boosts the output voltage (VH) to a voltage higher than the voltage of the power line (6, 5).
A vehicle comprising the power control device according to claim 1 or 2.
A capacitor discharge control method in a power control device mounted on a vehicle,
The power control device
A power converter (14; 12) including at least one power switching element (Q3-Q8; Q1, Q2);
Power lines (7, 5; 6, 5) connected to the power converter;
A capacitor (C0; C1) for smoothing the voltage of the power line,
The discharge control method includes:
Detecting the temperature of the power switching element;
Discharging the residual charge of the capacitor by controlling the energization state of the power switching element based on the detected temperature of the power switching element.
Further comprising detecting a collision of the vehicle,
11. The capacitor discharge control method according to claim 10, wherein when the collision of the vehicle is detected, the residual charge is discharged in the step of discharging the residual charge.
The step of discharging the residual charge includes a step of controlling the energization state based on the detected temperature so that a temperature of the power switching element becomes a predetermined set temperature. The capacitor discharge control method described.
13. The capacitor discharge control method according to claim 12, wherein the predetermined set temperature is determined based on a heat-resistant temperature of the power switching element.
12. The capacitor discharge control method according to claim 10, wherein the step of discharging the residual charge includes a step of controlling a gate voltage of the power switching element based on the detected temperature.