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WO2012144031A1 - Cooling system and vehicle provided therewith - Google Patents

Cooling system and vehicle provided therewith Download PDF

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Publication number
WO2012144031A1
WO2012144031A1 PCT/JP2011/059721 JP2011059721W WO2012144031A1 WO 2012144031 A1 WO2012144031 A1 WO 2012144031A1 JP 2011059721 W JP2011059721 W JP 2011059721W WO 2012144031 A1 WO2012144031 A1 WO 2012144031A1
Authority
WO
WIPO (PCT)
Prior art keywords
cooling system
control device
flow rate
liquid medium
flow path
Prior art date
Application number
PCT/JP2011/059721
Other languages
French (fr)
Japanese (ja)
Inventor
周平 久田
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to JP2013510778A priority Critical patent/JP5626459B2/en
Priority to CN201180070226.3A priority patent/CN103493612B/en
Priority to DE112011105166.2T priority patent/DE112011105166T5/en
Priority to US14/004,046 priority patent/US20140027089A1/en
Priority to PCT/JP2011/059721 priority patent/WO2012144031A1/en
Publication of WO2012144031A1 publication Critical patent/WO2012144031A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F27/00—Control arrangements or safety devices specially adapted for heat-exchange or heat-transfer apparatus
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by AC motors
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
    • H05K7/00—Constructional details common to different types of electric apparatus
    • H05K7/20—Modifications to facilitate cooling, ventilating, or heating
    • H05K7/2089—Modifications to facilitate cooling, ventilating, or heating for power electronics, e.g. for inverters for controlling motor
    • H05K7/20945—Thermal management, e.g. inverter temperature control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/525—Temperature of converter or components thereof
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0067—Converter structures employing plural converter units, other than for parallel operation of the units on a single load
    • H02M1/007—Plural converter units in cascade
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention relates to a cooling system and a vehicle including the same, and more particularly to a technique for diagnosing a partial abnormality of the cooling system.
  • a cooling system for cooling the electric motor and the driving device is mounted in order to prevent overheating of the electric motor and a driving device such as an inverter that drives the electric motor.
  • Patent Document 1 discloses a cooling system including a cooling water circulation path, a pump for circulating the cooling water in the circulation path, and a radiator for cooling the cooling water.
  • the cooling system control device described in Patent Document 1 is a technology for determining whether or not an abnormality has occurred in the cooling system, and the temperature of the cooling water obtained from a temperature sensor provided in the circulation path of the cooling water, and a water pump And an abnormality determination unit that determines the type of abnormality that has occurred in the cooling system based on the number of rotations.
  • the abnormality determination unit determines whether there is an abnormality such as a radiator abnormality, a circulation path blockage, or a water pump failure based on the rotation speed of the water pump. Determine the type.
  • JP 2008-256313 A Japanese Patent Laid-Open No. 2005-20881 JP 2004-332988 A
  • an object of the present invention is to identify a cause of an abnormality that has occurred in the cooling system and to eliminate the cause of the abnormality.
  • a system and a vehicle including the system are provided.
  • a cooling system for cooling a heat generation source, a flow path for circulating a liquid medium for cooling the heat generation source, and a pump for circulating the liquid medium provided on the flow path With.
  • the flow path includes a plurality of branch paths arranged in parallel with the flow direction of the liquid medium between the upstream side and the downstream side of the heat generation source.
  • the cooling system further includes a control device for detecting an abnormality occurring in the cooling system by detecting an imbalance in the flow rate of the liquid medium flowing through each of the plurality of branch paths.
  • control device diagnoses the cause of the abnormality based at least on the number of rotations of the pump when an imbalance in the flow rate of the liquid medium is detected.
  • the cooling system further includes a rotation speed sensor for detecting the rotation speed of the pump.
  • a rotation speed sensor for detecting the rotation speed of the pump.
  • the cooling system further includes a temperature sensor for detecting the temperature of the liquid medium.
  • the control device determines whether or not the second condition that the detected value of the temperature sensor is lower than a predetermined threshold is satisfied, and when the second condition is satisfied Diagnose that the flow path is frozen.
  • the control device determines whether or not the flow rate of the flow path is within the control range, and the third condition that the flow rate of the flow path is within the control range.
  • the control device determines whether or not the flow rate of the flow path is within the control range, and the third condition that the flow rate of the flow path is within the control range.
  • the control device diagnoses that a foreign substance is mixed in any of the plurality of branch paths.
  • control device temporarily increases the rotation speed of the pump when it is diagnosed that air or foreign matter is mixed in any of the plurality of branch paths.
  • the control device when it is diagnosed that any of the plurality of branch paths is frozen, temporarily increases the heat generation amount of the heat source corresponding to the branch path where the freezing is diagnosed.
  • the heat source is a drive device having an electric motor and an inverter for driving the electric motor.
  • the cooling system further includes an element temperature sensor that detects the temperature of the power control element in the inverter.
  • the control device reduces the heat generation of the power control element after temporarily heating the power control element in the inverter under a condition that does not issue another drive command to the inverter, and detects the detected value of the element temperature sensor.
  • the flow rate of the liquid medium is detected based on the estimated value of the flow rate of each of the plurality of branch paths.
  • a vehicle includes a drive device that uses an electric motor as a drive source, and a cooling system for cooling the drive device.
  • the cooling system includes a flow path for circulating a liquid medium for cooling the drive device, and a pump for circulating the liquid medium provided on the flow path.
  • the flow path includes a plurality of branch paths that are arranged in parallel with the flow direction of the liquid medium between the upstream side and the downstream side of the heat generation source and are configured to have the same flow rate.
  • the vehicle further includes a control device for detecting an abnormality occurring in the cooling system by detecting an imbalance in the flow rate of the liquid medium flowing through each of the plurality of branch paths.
  • the cause of the abnormality when an abnormality occurring in the cooling system is detected, the cause of the abnormality can be identified and the cause of the abnormality can be removed. Thereby, even when an abnormality occurs in the cooling system, it is possible to prevent the determination of the abnormality from being immediately confirmed. As a result, it is possible to avoid the output of the drive device being limited or unnecessary replacement of the water pump.
  • FIG. 1 is a schematic configuration diagram of a vehicle equipped with a cooling system according to an embodiment of the present invention. It is a figure which extracts and shows the structure of a cooling system among the structures of the vehicle of FIG. It is a conceptual diagram explaining the structure of the flow path which passes along PCU. It is the flowchart which showed roughly the processing structure of the control apparatus.
  • 5 is a flowchart for realizing the abnormality cause removal control shown in step S04 of FIG. 4. It is a wave form diagram for demonstrating the diagnosis time of the cooling system which concerns on this example of a change. It is a flowchart for demonstrating control of the diagnostic time of the cooling system shown in FIG.
  • FIG. 1 is a schematic configuration diagram of a vehicle 100 equipped with a cooling system according to an embodiment of the present invention.
  • vehicle 100 showed the example of the electric vehicle, as long as it is a vehicle carrying a cooling system, this invention is applicable also to the hybrid vehicle and fuel cell vehicle which use an internal combustion engine together other than an electric vehicle.
  • vehicle 100 includes a battery B as a power storage device, a voltage sensor 10, a power control unit (PCU) 40, a motor generator MG, and a control device 30.
  • PCU 40 includes a voltage converter 12, smoothing capacitors C 0 and C 1, a voltage sensor 13, and an inverter 14. Note that the PCU 40 may include only the inverter 14 without providing the voltage converter 12.
  • Vehicle 100 further includes a positive bus PL2 for supplying power to inverter 14 that drives motor generator MG.
  • Smoothing capacitor C1 is connected between positive bus PL1 and negative bus SL2.
  • the voltage converter 12 boosts the voltage across the terminals of the smoothing capacitor C1.
  • the smoothing capacitor C0 smoothes the voltage boosted by the voltage converter 12.
  • the voltage sensor 13 detects the voltage VH between the terminals of the smoothing capacitor C0 and outputs it to the control device 30.
  • Vehicle 100 further includes a system main relay SMRB connected between the positive electrode of battery B and positive bus PL1, and a system main relay SMRG connected between the negative electrode of battery B (negative bus SL1) and node N2.
  • a system main relay SMRB connected between the positive electrode of battery B and positive bus PL1
  • a system main relay SMRG connected between the negative electrode of battery B (negative bus SL1) and node N2.
  • the system main relays SMRB and SMRG are controlled to be in a conductive / non-conductive state in accordance with a control signal SE given from the control device 30.
  • the voltage sensor 10 detects a voltage VB between the terminals of the battery B.
  • a current sensor for detecting the current IB flowing through the battery B is provided together with the voltage sensor 10 in order to monitor the state of charge of the battery B.
  • Negative bus SL2 extends through voltage converter 12 to inverter 14 side.
  • Voltage converter 12 is a voltage converter that is provided between battery B and positive bus PL2 and performs voltage conversion. Voltage converter 12 has one end connected to reactor L1 connected to positive bus PL1, IGBT devices Q1 and Q2 connected in series between positive bus PL2 and negative bus SL2, and IGBT devices Q1 and Q2, respectively. Diodes D1 and D2.
  • reactor L1 The other end of reactor L1 is connected to the emitter of IGBT element Q1 and the collector of IGBT element Q2.
  • the cathode of diode D1 is connected to the collector of IGBT element Q1, and the anode of diode D1 is connected to the emitter of IGBT element Q1.
  • the cathode of diode D2 is connected to the collector of IGBT element Q2, and the anode of diode D2 is connected to the emitter of IGBT element Q2.
  • the inverter 14 is connected to the positive bus PL2 and the negative bus SL2. Inverter 14 converts the DC voltage output from voltage converter 12 into a three-phase AC voltage and outputs the same to motor generator MG driving wheel 2. Further, the inverter 14 returns the electric power generated in the motor generator MG to the voltage converter 12 along with the regenerative braking. At this time, the voltage converter 12 is controlled by the control device 30 so as to operate as a step-down circuit.
  • the inverter 14 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17.
  • U-phase arm 15, V-phase arm 16 and W-phase arm 17 are connected in parallel between positive bus PL2 and negative bus SL2.
  • U-phase arm 15 includes IGBT elements Q3 and Q4 connected in series between positive bus PL2 and negative bus SL2, and diodes D3 and D4 connected in parallel with IGBT elements Q3 and Q4, respectively.
  • the cathode of diode D3 is connected to the collector of IGBT element Q3, and the anode of diode D3 is connected to the emitter of IGBT element Q3.
  • the cathode of diode D4 is connected to the collector of IGBT element Q4, and the anode of diode D4 is connected to the emitter of IGBT element Q4.
  • V-phase arm 16 includes IGBT elements Q5 and Q6 connected in series between positive bus PL2 and negative bus SL2, and diodes D5 and D6 connected in parallel with IGBT elements Q5 and Q6, respectively.
  • the cathode of diode D5 is connected to the collector of IGBT element Q5, and the anode of diode D5 is connected to the emitter of IGBT element Q5.
  • the cathode of diode D6 is connected to the collector of IGBT element Q6, and the anode of diode D6 is connected to the emitter of IGBT element Q6.
  • W-phase arm 17 includes IGBT elements Q7, Q8 connected in series between positive bus PL2 and negative bus SL2, and diodes D7, D8 connected in parallel with IGBT elements Q7, Q8, respectively.
  • the cathode of diode D7 is connected to the collector of IGBT element Q7, and the anode of diode D7 is connected to the emitter of IGBT element Q7.
  • the cathode of diode D8 is connected to the collector of IGBT element Q8, and the anode of diode D8 is connected to the emitter of IGBT element Q8.
  • the motor generator MG is a three-phase permanent magnet synchronous motor, and one end of each of the three stator coils of the U, V, and W phases is connected to a neutral point.
  • the other end of the U-phase coil is connected to a line drawn from the connection node of IGBT elements Q3 and Q4.
  • the other end of the V-phase coil is connected to a line drawn from the connection node of IGBT elements Q5 and Q6.
  • the other end of the W-phase coil is connected to a line drawn from the connection node of IGBT elements Q7 and Q8.
  • the current sensor 24 detects the current flowing through the motor generator MG as the motor current MCRT, and outputs the motor current MCRT to the control device 30.
  • Control device 30 receives the accelerator opening from accelerator sensor 111 and the set position of the shift lever from shift position sensor 113. Further, control device 30 receives a rotational speed (motor rotational speed) Nm of motor generator MG, values of current IB and voltages VB and VH, motor current MCRT, and activation signal IGON. Then, control device 30 controls voltage converter 12 and inverter 14 based on these pieces of information.
  • control device 30 outputs, to voltage converter 12, control signal PWU for instructing step-up, control signal PWD for instructing step-down, and a shutdown signal instructing prohibition of operation.
  • control device 30 provides control signal PWMI for instructing inverter 14 to convert the DC voltage output from voltage converter 12 into an AC voltage for driving motor generator MG, and motor generator MG.
  • control signal PWMC for performing a regeneration instruction for converting the generated AC voltage into a DC voltage and returning it to the voltage converter 12 side is output.
  • vehicle 100 further includes a radiator 102, a reservoir tank 106, and a water pump 104 as a cooling system for cooling PCU 40 and motor generator MG.
  • FIG. 2 shows the configuration of the cooling system extracted from the configuration of the vehicle 100 of FIG.
  • the radiator 102, the PCU 40, the reservoir tank 106, the water pump 104, and the motor generator MG are connected in a ring shape in series by a flow path 116.
  • the water pump 104 is a pump for circulating cooling water such as antifreeze. Water pump 104 sucks the cooling water from reservoir tank 106 and circulates the cooling water toward motor generator MG.
  • the rotation speed sensor 114 detects the rotation speed (hereinafter referred to as W / P rotation speed) NW of the water pump 104 and outputs the detected W / P rotation speed NW to the control device 30.
  • the radiator 102 receives the cooling water after cooling the voltage converter 12 and the inverter 14 inside the PCU 40 from the flow path 116, and cools the received cooling water using a radiator fan (not shown).
  • a temperature sensor 108 for detecting the cooling water temperature is provided in the vicinity of the cooling water inlet of the PCU 40.
  • the cooling water temperature TW is transmitted from the temperature sensor 108 to the control device 30.
  • a temperature sensor 110 that detects the temperature TC of the voltage converter 12 and a temperature sensor 112 that detects the temperature TI of the inverter 14 are provided inside the PCU 40.
  • a temperature detection element or the like built in the intelligent power module is used as the temperature sensors 110 and 112, a temperature detection element or the like built in the intelligent power module is used.
  • Control device 30 generates signal SP for driving water pump 104 based on temperature TC from temperature sensor 110 and temperature TI from temperature sensor 112, and outputs the generated signal SP to water pump 104. To do.
  • FIG. 3 is a conceptual diagram illustrating the configuration of the flow path 116 that passes through the PCU 40.
  • power element substrate 400 on which power control elements (such as IGBT elements) of voltage converter 12 and inverter 14 are mounted is provided inside PCU 40.
  • a flow path 122 for cooling the power element substrate 400 is provided on the back surface of the power element substrate 400.
  • the flow path 122 communicates with the cooling water inlet 120 and the cooling water outlet 124.
  • the plurality of power control elements mounted on the power element substrate 400 are divided into three element parts (element parts 1 to 3).
  • the flow path 122 is branched into three branch paths B1 to B3 so as to pass through these three element portions, respectively.
  • These three branch paths B1 to B3 are arranged between the cooling water inlet 120 and the cooling water outlet 124 in parallel with respect to the flow direction of the cooling water, and are configured to have the same flow rate. . Therefore, when the cooling water introduced from the cooling water inlet 120 is equally divided into three, it flows through the respective branch paths B1 to B3 along the directions indicated by the arrows P1 to P3. At this time, the power control element included in the element unit is cooled by heat exchange between the cooling water flowing through each branch path and the element unit.
  • the branch paths B1 to B3 are provided with flow sensors 131 to 133 for detecting the flow rate of the cooling water, respectively.
  • a flow rate Fa of the cooling water in the branch path B1 is transmitted from the flow rate sensor 131 to the control device 30.
  • the flow rate Fb of the cooling water in the branch path B2 is transmitted to the control device 30.
  • the flow rate Fc of the cooling water in the branch path B3 is transmitted to the control device 30.
  • the control device 30 diagnoses a partial abnormality of the cooling system based on the flow rates Fa, Fb, and Fc input from the flow rate sensors 131 to 133, respectively.
  • the partial abnormality of the cooling system in the present embodiment means that an abnormality occurs in any of a plurality of branch paths.
  • FIG. 3 shows a case where foreign matter is mixed in the branch path B1 as an example of the partial abnormality.
  • the flow rate of the cooling water flowing through the branch path B1 is reduced, the flow rate is unbalanced between the branch paths B1 to B3.
  • a difference in cooling capacity occurs between the element units 1 to 3, which may cause a problem that the element temperature partially becomes high.
  • FIG. 3 shows a case where foreign matter is mixed in the branch path B1 as an example of the partial abnormality.
  • the element temperature T ⁇ b> 1 of the element unit 1 may be higher than the element temperature T ⁇ b> 2 of the element unit 2 and the element temperature T ⁇ b> 3 of the element unit 3. Therefore, it is necessary to quickly detect a partial abnormality of the cooling system and to eliminate the flow rate imbalance due to the partial abnormality.
  • control device 30 uses flow rates Fa, Fb based on detection values (flow rates Fa, Fb, Fc) of flow rate sensors 131-133. , Fc is detected whether an imbalance has occurred. When the flow rate imbalance occurs, the control device 30 determines that the cooling system is partially abnormal.
  • the control device 30 diagnoses the cause of the partial abnormality based on the state of the cooling system when the partial abnormality occurs.
  • the control device 30 further eliminates the partial abnormality by executing control for removing the diagnosed cause.
  • FIG. 4 is a flowchart schematically showing the processing structure of the control device 30. Note that the processing of this flowchart is executed at regular time intervals or whenever a predetermined condition is satisfied.
  • control device 30 reads flow rates Fa, Fb, Fc of branch paths B1-B3 detected by flow rate sensors 131-133 (FIG. 3). Subsequently, in step S02, the control device 30 monitors the rotational speed (W / P rotational speed) NW of the water pump 104 detected by the rotational speed sensor 114 (FIG. 1).
  • step S03 the control device 30 determines whether a partial abnormality of the cooling system has occurred based on the flow rates Fa, Fb, and Fc. Specifically, the control device 30 determines whether or not an imbalance has occurred between the flow rates Fa, Fb, and Fc. For example, the control device 30 calculates the ratio of each flow rate Fa, Fb, Fc to the total value (corresponding to the flow rate Ft of the flow path 116) of the flow rate Fa, the flow rate Fb, and the flow rate Fc. And the control apparatus 30 determines whether the imbalance of flow volume has generate
  • the control device 30 When the calculated ratio is different among the flow rates Fa, Fb, and Fc, that is, when the ratio of each flow rate is out of 1/3, the control device 30 has a partial abnormality of the cooling system. Is determined. At this time, the control device 30 determines that an abnormality has occurred in the branch path in which the flow rate is smaller than that of other branch paths.
  • step S03 If it is determined in step S03 that there is a partial abnormality in the cooling system, the control device 30 diagnoses the cause of the partial abnormality in step S04 based on the state of the cooling system when the partial abnormality occurs. Then, the control device 30 executes control for removing the diagnosed cause (hereinafter referred to as “abnormal cause removal control”). If the partial abnormality is not resolved even by the execution of the abnormality cause removal control, the control device 30 determines the abnormality of the cooling system through step S05. When the abnormality of the cooling system is determined, the control device 30 displays a warning on a display device, a warning lamp, or the like.
  • FIG. 5 is a flowchart for realizing the abnormality cause removal control shown in step S04 of FIG. Note that the processing in steps S01 and S02 in FIG. 5 is the same as the processing in steps S01 and S02 in FIG. Further, the processing in steps S031, S032, and S033 in FIG. 5 corresponds to the processing in step S03 in FIG.
  • control device 30 reads flow rates Fa, Fb, Fc of branch paths B1-B3 detected by flow rate sensors 131-133 (FIG. 3) in step S01, and in step S02, The rotational speed (W / P rotational speed) NW of the pump 104 is monitored.
  • step S031 Whether or not an imbalance has occurred between the flow rates Fa, Fb, and Fc based on the result of comparing the ratios of the flow rates Fa, Fb, and Fc with respect to the flow rate Ft of the flow path 116 in step S031. Determine whether. When the flow rates Fa, Fb, and Fc are not unbalanced (NO in step S031), the control device 30 determines that the cooling system is normal in step S033.
  • the control device 30 determines that the cooling system is partially abnormal in step S032.
  • the control device 30 determines that an abnormality has occurred in a branch path having a small flow rate ratio relative to the flow rate Ft among the plurality of branch paths B1 to B3. If it is determined in step S032 that the cooling system has a partial abnormality, the control device 30 performs the processes in steps S041 to S050, thereby executing the diagnosis of the cause of the partial abnormality and the abnormal cause removal control of the cooling system.
  • step S041 the control device 30 determines whether or not the W / P rotational speed NW has increased based on the monitored W / P rotational speed NW.
  • W / P rotation speed NW increases (when YES is determined in step S041)
  • control device 30 may have air mixed in the branch path determined to be abnormal in step S045. Diagnose. “Air is mixed into the branch path” means that a lump of air exists in the branch path.
  • the load applied to the water pump 104 is smaller than when air is not mixed. Therefore, the actual rotational speed of the water pump 104 is larger than the control rotational speed specified by the signal SP.
  • the control device 30 diagnoses that air may be mixed in the branch path.
  • the control device 30 temporarily increases the output of the water pump 104 in step S044. For example, the control device 30 drives the water pump 104 at the maximum rotation speed for a certain time. By increasing the number of revolutions of the water pump 104, the discharge flow rate of the water pump 104 increases, so that the air remaining in the branch path is pushed into the reservoir tank 106 together with the cooling water. In the reservoir tank 106, air and cooling water are separated, and the air is released to the atmosphere. Thereby, the air remaining in the branch path can be removed.
  • the control device 30 detects the coolant temperature TW detected by the temperature sensor 108 in step S042. Is less than or equal to a predetermined threshold.
  • the predetermined threshold is set to a temperature at which the cooling water in the flow path is frozen.
  • the determination may be made based on the detection value of the temperature sensor for detecting the outside air temperature.
  • control device 30 When cooling water temperature TW is equal to or lower than the predetermined threshold (when YES is determined in step S042), control device 30 subsequently determines whether or not the flow rate Ft of the cooling water flowing through flow path 116 is normal in step S046. Determine whether.
  • the control device 30 calculates the total value of the flow rates Fa, Fb, and Fc detected by the flow rate sensors 131 to 133 as the flow rate Ft. And the control apparatus 30 determines with the flow volume Ft being normal, when the flow volume Ft exists in the control range of the flow volume according to the control rotation speed of the water pump 104.
  • step S046 If it is determined in step S046 that the flow rate Ft is normal (YES in step S046), the control device 30 determines that the cooling water temperature is low in step S047, so that the branch paths B1 to B3 shown in FIG. Diagnose that may be partially frozen.
  • the control device 30 estimates that among the plurality of branch paths B1 to B3, a branch path having a smaller flow rate relative to the total flow rate than the other branch paths is frozen. Therefore, in step S048, control device 30 forcibly generates heat at the element portion corresponding to the branch path where freezing is estimated.
  • the control device 30 outputs a control signal for setting the energized state for a short time to the power control element included in the element unit corresponding to the branch path. Since this control signal is for generating heat in the power control element, it does not generate torque for driving the vehicle unlike the control signals PWMI and PMWC. Since the power control element self-heats for a short time, the freezing of the branch path can be eliminated.
  • step S046 when it is determined in step S046 that the flow rate Ft is not normal (when NO is determined in step S046), the control device 30 performs flow path 116 including a plurality of branch paths B1 to B3 in step S049. Is diagnosed as freezing. In this case, the control device 30 forcibly causes all of the element units 1 to 3 to generate heat in step S050. Specifically, the control device 30 outputs a control signal for setting a short-time energization state to the power control elements included in the element units 1 to 3. All power control elements mounted on the power element substrate 400 self-heat for a short time, so that the freezing of the flow path can be eliminated.
  • step S042 if the cooling water temperature TW is not equal to or lower than the predetermined threshold value (NO determination in step S042), the control device 30 causes foreign matter or air to enter some of the plurality of branch paths B1 to B3. Diagnose it as possible.
  • the control device 30 estimates that foreign matter or air is mixed in a branch path having a small flow rate ratio with respect to the total flow rate among the plurality of branch paths B1 to B3.
  • mixing of air into the branch path in step S043 means that an air mass is present in the branch path as in step S045.
  • step S043 assumes a case where the flow area of the branch path is reduced because an infinite number of air masses having smaller sizes exist in the branch path compared to step S045. It is different in point.
  • control device 30 temporarily increases the output of the water pump 104 in step S044. As described above, by increasing the discharge flow rate of the water pump 104, foreign matters or air remaining in the branch path can be removed.
  • step S051 the control device 30 determines whether or not the unbalance of the flow rates Fa, Fb, and Fc has been eliminated. If the flow rate imbalance has not been eliminated (NO in step S051), control device 30 determines an abnormality in the cooling system in step S05.
  • step S051 if the flow rate imbalance is eliminated by the abnormality cause removal control (YES in step S051), the controller 30 eliminates the partial abnormality of the cooling system in step S06, and the cooling system is normal. Judged as having returned to the state.
  • the cooling system determines whether or not the flow rate of the cooling water is unbalanced between the plurality of branch paths connected in parallel to the flow direction of the cooling water. By determining whether or not, a partial abnormality of the cooling system can be detected.
  • the abnormality of the cooling system may be determined based on the detection values of the temperature sensor 110 that detects the temperature TC of the voltage converter 12 and the temperature sensor 112 that detects the temperature TI of the inverter 14 (see FIG. 1). it can.
  • the load factor of motor generator MG may be limited in order to suppress the temperature rise of the power control element.
  • the water pump 104 is erroneously replaced even though it can operate normally.
  • the cooling system it is possible to detect a partial abnormality of the flow path by determining whether or not an imbalance in the flow rate between the plurality of branch paths has occurred. it can. Therefore, it is possible to avoid problems such as the load factor of motor generator MG being limited or unnecessary replacement of water pump 104 being performed.
  • the cause of the partial abnormality can be determined based on the rotation speed of the water pump 104 and the cooling water temperature TW when the partial abnormality is detected, by executing control for removing the cause Partial abnormalities can be resolved.
  • the cooling system according to the present embodiment is configured to detect the flow rates Fa, Fb, Fc in the plurality of branch paths B1 to B3 by the flow rate sensor provided for each branch path, the flow rates Fa, Fb, Fc. It is good also as a structure which estimates.
  • the control device 30 uses the power in the inverter 14 for the flow rate estimation under the condition that other drive commands for the PCU 40 are not issued.
  • the flow rate can be estimated based on the degree to which the control element is temporarily heated and then the power control element is cooled. According to this, it becomes possible to detect the flow rate with high accuracy without providing a flow rate sensor for each branch path.
  • FIG. 6 is a waveform diagram for explaining the diagnosis time of the cooling system according to this modification.
  • the vehicle when an activation instruction is given from the driver by a start button or the like of the vehicle, the vehicle completes a self-check of the ECU and becomes ReadyON. Thereafter, in a state where the vehicle is set to the parking range and stopped at times t1 to t2, control device 30 outputs a torque command to inverter 14 for a short time. This torque command is smaller than the torque command during running after time t3. Therefore, if the parking range is set and the accelerator pedal is not depressed, the torque enough to start the vehicle is not generated.
  • this short-time torque command is for causing the power control element of the inverter to generate heat, so that it does not have to generate torque.
  • the inverter 14 may be controlled so that only the d-axis current of the inverter flows and the q-axis current does not flow so as not to generate torque.
  • an acceleration / deceleration instruction such as from the accelerator pedal is given as shown at times t3 to t4.
  • a torque command is generated and the vehicle shifts to a state where it can travel.
  • the time point t3 may be defined as the ReadyON state.
  • FIG. 7 is a flowchart for explaining the control of the diagnosis time of the cooling system shown in FIG. The processing of this flowchart is called from the main routine and executed when the start switch for starting the vehicle system is set to the ON state.
  • step S10 it is determined whether or not a charge / discharge operation using inverter 14 is performed from battery B. If there is no charge / discharge operation, the process proceeds to step S20, and the cooling system is diagnosed. Thereby, an environment with less noise suitable for the diagnosis of the cooling system 104 is ensured. If there is a charge / discharge operation in step S10, for example, if the accelerator is stepped on immediately, the cooling system is not diagnosed and the next opportunity is waited, and control is returned to the main routine in step S60.
  • step S20 the flow rate Ft of the flow path 116 and the flow rates Fa, Fb, Fc of the branch paths B1 to B3 are detected based on the degree to which the power control element of the inverter 14 is heated for a short time and then cooled. . Based on the detected flow rates Fa, Fc, Fc, it is possible to diagnose whether flow rate imbalance has occurred.
  • step S30 it is determined whether or not the cooling system is normal.
  • the process in step S30 is executed according to the flowcharts of FIGS.
  • the process proceeds to step S40, and charging / discharging operation using the inverter 14 from the battery B is permitted. As a result, the vehicle can travel.
  • the detected cooling water amount may be fed back and used for pump control.
  • step S30 that the cooling system is not normal, that is, when an abnormality of the cooling system is determined, a warning is displayed on a display device, a warning lamp, or the like.
  • step S40 or step S50 When the processing of step S40 or step S50 is completed, control is transferred to the main routine in step S60.
  • FIG. 8 is a flowchart for explaining the flow rate detection process used in the diagnosis of the cooling system in step S20 of FIG.
  • the process of this flowchart is called and executed from the process of the flowchart of FIG. 7 which is the main routine. Further, the process of this flowchart is executed in parallel for the flow path 116 and the branch paths B1 to B3.
  • step S21 the control device 30 determines whether or not the condition that the shift range is set to the P (parking) range and the accelerator pedal is not operated (OFF state) is satisfied. While this condition is not satisfied, the process proceeds to step S37, and control is transferred to the main routine.
  • the motor inverter is energized in order to start the engine when the battery storage amount is low, so the condition that the battery storage amount does not decrease is added. May be.
  • step S21 If the condition of step S21 is satisfied, the process proceeds to step S22, where the water temperature Tw at that time is stored as the value Tw0, and the inverter element temperature Ti is stored as the value Ti0.
  • step S23 the command torque is determined from the water temperature-command torque map.
  • FIG. 9 is a diagram showing an example of a water temperature-command torque map referred to in step S23 of FIG.
  • the command torque is set so as to decrease as the water temperature increases.
  • control device 30 gives command torque determined based on the water temperature to inverter 14 (torque ON).
  • the command torque is set to zero again (torque OFF).
  • the power control element in the inverter generates heat for a short time as shown at times t1 to t2 in FIG.
  • step S25 the control device 30 returns the command torque to zero, and simultaneously stores the temperature of the power control element in the inverter at that time as the peak temperature Ti1, and stores the time at that time as t1.
  • FIG. 10 is a diagram for explaining the measurement of the rate of temperature decrease.
  • the temperature of the power control element of the inverter starts to rise at time t ⁇ b> 0 in response to the inverter torque command being set to the ON state.
  • the element temperature continues to rise until the inverter torque command is set to the OFF state.
  • the element temperature takes the peak value Ti1. This peak value Ti1 and the time t1 at that time are recorded in the internal memory or the like of the control device 30 during the process of step S25.
  • step S26 a difference value ⁇ Ti01 between the peak temperature Ti1 and the current inverter element temperature Ti0 is calculated based on the following equation (1).
  • ⁇ Ti01 Ti1-Ti0 (1)
  • step S27 the specified number m is set, and the counter is further initialized.
  • the counter value n is set to “2”.
  • step S28 control device 30 determines a calculated temperature for the rate of temperature decrease of the power control element of the inverter.
  • the difference of the calculated temperature for calculating the rate of temperature decrease of the power control element of the inverter corresponding to the counter value n is ⁇ Ti1n
  • the following equation (2) is obtained.
  • ⁇ Ti1n ⁇ Ti01 * (n ⁇ 1) / n (2)
  • n 2
  • step S29 it is determined whether or not the current temperature has dropped to a temperature Tin represented by the following equation (3).
  • Tin Ti1- ⁇ Ti1n (3)
  • times t2, t3, and t4 are measured when the temperature differences ⁇ Ti12, ⁇ Ti13, and ⁇ Ti14 calculated in step S28 decrease from the peak value Ti1, respectively.
  • the times t2 and t3 can be times when the temperature difference becomes 1/2 and 1/3 of ⁇ Ti01, respectively.
  • a time when the temperature is slightly higher than the initial temperature Ti0 (for example, + 2 ° C.) can be set as a measurement point, as at time t4 in FIG.
  • a time difference ⁇ t1n from time t1 is calculated in step S30.
  • time differences ⁇ t12, ⁇ t13, ⁇ t14 corresponding to the temperature differences ⁇ Ti12, ⁇ Ti13, ⁇ Ti14, respectively, are calculated.
  • the calculated value is recorded in an internal memory of the control device 30 or the like.
  • step S31 the flow rate is calculated from the temperature difference ⁇ Tin and time difference ⁇ tin and the descending rate flow rate map.
  • FIG. 11 is a diagram showing an example of a descending rate flow map. Since the descending rate flow rate map of FIG. 11 is different for each cooling system of the vehicle, a value obtained experimentally in advance is used. Note that the vehicle itself may acquire data when the water pump is normal immediately after factory shipment or inspection, and this may be used as a reference value. In step S31, the obtained flow rate Qn is stored.
  • step S32 it is determined again whether or not the condition of step S21 is continued.
  • This condition is a condition that the shift range is set to the P (parking) range and the accelerator pedal is not operated (OFF state).
  • step S35 the flow rate is calculated based on the measurement results so far.
  • step S33 the process proceeds to step S33, and measurement data is acquired to further increase the accuracy of the detected flow rate.
  • step S33 the counter value n of the counter set in step S27 is increased by 1.
  • step S24 it is determined whether or not the counter value is smaller than the number of measurements m set in step S27. When n ⁇ m, the processing from step S28 is repeated again, and the acquisition of the data set of the time difference ⁇ t1n and the temperature difference ⁇ Tin is continued.
  • step S34 If it is determined in step S34 that n is equal to m and the predetermined number of measurements m has been completed, the process proceeds to step S35.
  • the accurate flow rate of the coolant medium can be detected, so that an accurate abnormality determination of the cooling system can be performed. More specifically, by detecting the descending rate of the inverter element temperature, the amount of cooling water can be determined from a map showing the relationship between the “decreasing rate and the flow rate” without adding a new flow rate sensor.
  • a pump diagnosis is performed when the engine is stopped and when the vehicle is stopped, so that disturbances that cause an increase in the temperature of the inverter element can be removed and accurate flow rate detection can be performed.
  • the inverter element can be raised as a heat source while avoiding destruction of the inverter element.
  • the coolant flow rate can be calculated with high accuracy from a map showing the relationship between “descent rate and flow rate”.
  • the amount of cooling water is calculated from the descent rate measured before that even if the vehicle starts running or the engine starts before measuring the specified number of times (some hybrid vehicles use an inverter for the motor to start the engine). be able to.
  • an electric vehicle is illustrated as an example of a vehicle equipped with a cooling system, but the application of the present invention is not limited to such an example. That is, as long as the vehicle is equipped with a cooling system, the present invention is also applicable to a hybrid vehicle and a fuel cell vehicle that use an internal combustion engine together.
  • This invention can be applied to a vehicle equipped with a cooling system.

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Abstract

A cooling system that is for cooling a heat generating source is provided with: a flow path for letting a liquid medium for cooling the heat generating source circulate; and a pump installed within the flow path, and that is for circulating the liquid medium. The flow path comprises a plurality of branching paths (B1-B3) that are arranged between the upstream side and the downstream side of the heat generating source, and arranged in parallel to the circulating direction of the liquid medium. The cooling system is further provided with a control device for detecting any abnormity in the cooling system, by detecting an unbalance between flow rates of liquid media flowing through each of the plurality of branching paths (B1-B3).

Description

冷却システムおよびそれを備える車両Cooling system and vehicle equipped with the same
　この発明は、冷却システムおよびそれを備える車両に関し、より特定的には、冷却システムの部分異常を診断するための技術に関する。 The present invention relates to a cooling system and a vehicle including the same, and more particularly to a technique for diagnosing a partial abnormality of the cooling system.
　駆動源として電動機を用いる電動車両においては、電動機および電動機を駆動するインバータ等の駆動装置の過熱を防ぐために、電動機および駆動装置を冷却するための冷却システムが搭載されている。 In an electric vehicle using an electric motor as a driving source, a cooling system for cooling the electric motor and the driving device is mounted in order to prevent overheating of the electric motor and a driving device such as an inverter that drives the electric motor.
　特開２００８－２５６３１３号公報（特許文献１）には、冷却水の循環路、当該循環路に冷却水を循環させるポンプおよび冷却水を冷却するラジエータを備えた冷却システムが開示される。特許文献１に記載の冷却システム制御装置は、冷却システムの異常の発生の有無を判定するための技術として、冷却水の循環路に設けられた温度センサから取得した冷却水の温度と、ウォーターポンプの回転数とに基づいて、冷却システムにおいて発生した異常の種類を判断する異常判断部を備える。この異常判断部は、冷却水の温度が予め設定された閾値以上である場合には、ウォーターポンプの回転数に基づいて、ラジエータの異常、循環路の閉塞、およびウォーターポンプの故障等の異常の種類を判断する。 Japanese Patent Laying-Open No. 2008-256313 (Patent Document 1) discloses a cooling system including a cooling water circulation path, a pump for circulating the cooling water in the circulation path, and a radiator for cooling the cooling water. The cooling system control device described in Patent Document 1 is a technology for determining whether or not an abnormality has occurred in the cooling system, and the temperature of the cooling water obtained from a temperature sensor provided in the circulation path of the cooling water, and a water pump And an abnormality determination unit that determines the type of abnormality that has occurred in the cooling system based on the number of rotations. If the temperature of the cooling water is equal to or higher than a preset threshold value, the abnormality determination unit determines whether there is an abnormality such as a radiator abnormality, a circulation path blockage, or a water pump failure based on the rotation speed of the water pump. Determine the type.
特開２００８－２５６３１３号公報JP 2008-256313 A 特開２００５－２０８８１号公報Japanese Patent Laid-Open No. 2005-20881 特開２００４－３３２９８８号公報JP 2004-332988 A
　特許文献１に記載されるような、冷却水の温度およびウォーターポンプの回転数に基づいて冷却システムにおける異常の発生の有無を判定する技術では、冷却システムに発生した異常の種類を判断できるが、その異常の原因について判断することは困難である。そのため、特許文献１に記載の技術では、異常の種類に応じて、電動機の出力トルクを制限する、あるいは、ウォーターポンプを停止させるといったフェールセーフ処理を行なうことができるが、異常の原因を除去するための処理を行なうことができない。 In the technology for determining whether or not an abnormality has occurred in the cooling system based on the temperature of the cooling water and the rotation speed of the water pump, as described in Patent Document 1, the type of abnormality that has occurred in the cooling system can be determined. It is difficult to determine the cause of the abnormality. Therefore, in the technique described in Patent Document 1, fail-safe processing such as limiting the output torque of the electric motor or stopping the water pump can be performed according to the type of abnormality, but the cause of the abnormality is removed. Cannot be processed.
　それゆえ、この発明は、かかる課題を解決するためになされたものであり、その目的は、冷却システムに発生した異常の原因を特定し、かつ、その異常の原因を除去することが可能な冷却システムおよびそれを備える車両を提供することである。 Therefore, the present invention has been made to solve such a problem, and an object of the present invention is to identify a cause of an abnormality that has occurred in the cooling system and to eliminate the cause of the abnormality. A system and a vehicle including the system are provided.
　この発明のある局面に従えば、発熱源を冷却するための冷却システムであって、発熱源を冷却する液媒体を循環させる流路と、流路上に設けられた液媒体を循環させるためのポンプとを備える。流路は、発熱源の上流側と下流側との間に液媒体の流通方向に対して並列に配設された複数の分岐路を含む。冷却システムは、各複数の分岐路を流れる液媒体の流量のアンバランスを検出することにより、冷却システムに発生した異常を検出するための制御装置をさらに備える。 According to one aspect of the present invention, there is provided a cooling system for cooling a heat generation source, a flow path for circulating a liquid medium for cooling the heat generation source, and a pump for circulating the liquid medium provided on the flow path With. The flow path includes a plurality of branch paths arranged in parallel with the flow direction of the liquid medium between the upstream side and the downstream side of the heat generation source. The cooling system further includes a control device for detecting an abnormality occurring in the cooling system by detecting an imbalance in the flow rate of the liquid medium flowing through each of the plurality of branch paths.
　好ましくは、制御装置は、液媒体の流量のアンバランスが検出されたときのポンプの回転数に少なくとも基づいて、異常の発生原因を診断する。 Preferably, the control device diagnoses the cause of the abnormality based at least on the number of rotations of the pump when an imbalance in the flow rate of the liquid medium is detected.
　好ましくは、冷却システムは、ポンプの回転数を検出するための回転数センサをさらに備える。制御装置は、液媒体の流量のアンバランスが検出された場合に、ポンプを駆動したときの回転数センサの検出値が制御目標値よりも上昇するという第１の条件が成立したときには、流路に空気が混入していると診断する。 Preferably, the cooling system further includes a rotation speed sensor for detecting the rotation speed of the pump. When the first condition that the detected value of the rotational speed sensor when the pump is driven rises above the control target value when an imbalance in the flow rate of the liquid medium is detected, the control device Diagnose that air is mixed in.
　好ましくは、冷却システムは、液媒体の温度を検出するための温度センサをさらに備える。制御装置は、第１の条件が成立しない場合には、温度センサの検出値が所定の閾値よりも低いという第２の条件が成立するか否かを判定し、第２の条件が成立したときには、流路が凍結していると診断する。 Preferably, the cooling system further includes a temperature sensor for detecting the temperature of the liquid medium. When the first condition is not satisfied, the control device determines whether or not the second condition that the detected value of the temperature sensor is lower than a predetermined threshold is satisfied, and when the second condition is satisfied Diagnose that the flow path is frozen.
　好ましくは、制御装置は、第２の条件が成立した場合には、流路の流量が制御範囲内にあるか否かを判定し、流路の流量が制御範囲内にあるという第３の条件が成立したときには、複数の分岐路のいずれかが凍結していると診断する。 Preferably, when the second condition is satisfied, the control device determines whether or not the flow rate of the flow path is within the control range, and the third condition that the flow rate of the flow path is within the control range. When is established, it is diagnosed that one of the plurality of branch paths is frozen.
　好ましくは、制御装置は、第１の条件が成立しない場合に、第２の条件が成立しないときには、複数の分岐路のいずれかに異物が混入していると診断する。 Preferably, when the first condition is not satisfied and the second condition is not satisfied, the control device diagnoses that a foreign substance is mixed in any of the plurality of branch paths.
　好ましくは、制御装置は、複数の分岐路のいずれかに空気または異物が混入していると診断された場合には、ポンプの回転数を一時的に増加させる。 Preferably, the control device temporarily increases the rotation speed of the pump when it is diagnosed that air or foreign matter is mixed in any of the plurality of branch paths.
　好ましくは、制御装置は、複数の分岐路のいずれかが凍結していると診断された場合には、凍結が診断される分岐路に対応する発熱源を発熱量を一時的に増加させる。 Preferably, when it is diagnosed that any of the plurality of branch paths is frozen, the control device temporarily increases the heat generation amount of the heat source corresponding to the branch path where the freezing is diagnosed.
　好ましくは、発熱源は、電動機および電動機を駆動するインバータを有する駆動装置である。冷却システムは、インバータ中の電力制御素子の温度を検出する素子温度センサをさらに備える。制御装置は、インバータに対する他の駆動指令が発せられない条件を満たす状況下において、インバータ中の電力制御素子を一時的に発熱させた後電力制御素子の発熱を低減させ、素子温度センサの検出値の低下度合いに応じて各複数の分岐路の流量を推定するとともに、各複数の分岐路の流量の推定値に基づいて、液媒体の流量のアンバランスを検出する。 Preferably, the heat source is a drive device having an electric motor and an inverter for driving the electric motor. The cooling system further includes an element temperature sensor that detects the temperature of the power control element in the inverter. The control device reduces the heat generation of the power control element after temporarily heating the power control element in the inverter under a condition that does not issue another drive command to the inverter, and detects the detected value of the element temperature sensor. In addition to estimating the flow rate of each of the plurality of branch paths according to the degree of decrease, the flow rate of the liquid medium is detected based on the estimated value of the flow rate of each of the plurality of branch paths.
　好ましくは、複数の分岐路は、互いに等しい流量となるように構成される。
　この発明の別の局面に従えば、車両は、電動機を駆動源として用いる駆動装置と、駆動装置を冷却するための冷却システムとを備える。冷却システムは、駆動装置を冷却する液媒体を循環させる流路と、流路上に設けられた液媒体を循環させるためのポンプとを含む。流路は、発熱源の上流側と下流側との間に液媒体の流通方向に対して並列に配設され、かつ、互いに等しい流量となるように構成された複数の分岐路を含む。車両は、各複数の分岐路を流れる液媒体の流量のアンバランスを検出することにより、冷却システムに発生した異常を検出するための制御装置をさらに備える。 Preferably, the plurality of branch paths are configured to have an equal flow rate.
According to another aspect of the present invention, a vehicle includes a drive device that uses an electric motor as a drive source, and a cooling system for cooling the drive device. The cooling system includes a flow path for circulating a liquid medium for cooling the drive device, and a pump for circulating the liquid medium provided on the flow path. The flow path includes a plurality of branch paths that are arranged in parallel with the flow direction of the liquid medium between the upstream side and the downstream side of the heat generation source and are configured to have the same flow rate. The vehicle further includes a control device for detecting an abnormality occurring in the cooling system by detecting an imbalance in the flow rate of the liquid medium flowing through each of the plurality of branch paths.
　本発明によれば、冷却システムに発生した異常が検出されると、当該異常の原因を特定し、かつ、その異常の原因を除去することができる。これにより、冷却システムに異常が発生した場合であっても、直ちに異常の判定が確定されるのを防止できる。この結果、駆動装置の出力が制限される、あるいは、不要なウォーターポンプの交換が行なわれるのを回避することができる。 According to the present invention, when an abnormality occurring in the cooling system is detected, the cause of the abnormality can be identified and the cause of the abnormality can be removed. Thereby, even when an abnormality occurs in the cooling system, it is possible to prevent the determination of the abnormality from being immediately confirmed. As a result, it is possible to avoid the output of the drive device being limited or unnecessary replacement of the water pump.
本発明の実施の形態による冷却システムが搭載された車両の概略構成図である。1 is a schematic configuration diagram of a vehicle equipped with a cooling system according to an embodiment of the present invention. 図１の車両の構成のうち冷却システムの構成が抽出して示す図である。It is a figure which extracts and shows the structure of a cooling system among the structures of the vehicle of FIG. ＰＣＵを経由する流路の構成を説明する概念図である。It is a conceptual diagram explaining the structure of the flow path which passes along PCU. 制御装置の処理構造を概略的に示したフローチャートである。It is the flowchart which showed roughly the processing structure of the control apparatus. 図４のステップＳ０４に示した異常原因除去制御を実現するためのフローチャートである。5 is a flowchart for realizing the abnormality cause removal control shown in step S04 of FIG. 4. 本変更例に係る冷却システムの診断時期を説明するための波形図である。It is a wave form diagram for demonstrating the diagnosis time of the cooling system which concerns on this example of a change. 図６に示した冷却システムの診断時期の制御について説明するためのフローチャートである。It is a flowchart for demonstrating control of the diagnostic time of the cooling system shown in FIG. 図７のステップＳ２０の冷却システムの診断時に用いられる流量検出処理を説明するためのフローチャートである。It is a flowchart for demonstrating the flow volume detection process used at the time of the diagnosis of the cooling system of step S20 of FIG. 図８のステップＳ２３において参照される水温－指令トルクマップの一例を示した図である。It is the figure which showed an example of the water temperature-command torque map referred in step S23 of FIG. 温度の下降レートの計測について説明するための図である。It is a figure for demonstrating the measurement of the fall rate of temperature. 下降レート流量マップの一例を示す図である。It is a figure which shows an example of a descent | fall rate flow map.
　以下、本発明の実施の形態について図面を参照しながら詳細に説明する。なお、図中同一または相当部分には同一符号を付してその説明が繰返さない。 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.
　（車両の構成）
　図１は、本発明の実施の形態による冷却システムが搭載された車両１００の概略構成図である。なお、車両１００は電気自動車の例を示したが、冷却システムを搭載する車両であれば、本発明は電気自動車以外でも内燃機関を併用するハイブリッド自動車や燃料電池車にも適用可能である。 (Vehicle configuration)
FIG. 1 is a schematic configuration diagram of a vehicle 100 equipped with a cooling system according to an embodiment of the present invention. In addition, although the vehicle 100 showed the example of the electric vehicle, as long as it is a vehicle carrying a cooling system, this invention is applicable also to the hybrid vehicle and fuel cell vehicle which use an internal combustion engine together other than an electric vehicle.
　図１を参照して、車両１００は、蓄電装置であるバッテリＢと、電圧センサ１０と、パワーコントロールユニット（ＰＣＵ）４０と、モータジェネレータＭＧと、制御装置３０とを備える。ＰＣＵ４０は、電圧コンバータ１２と、平滑用コンデンサＣ０，Ｃ１と、電圧センサ１３と、インバータ１４とを含む。なお、ＰＣＵ４０は、電圧コンバータ１２を設けずにインバータ１４のみを含むものであってもよい。車両１００は、モータジェネレータＭＧを駆動するインバータ１４に給電するための正母線ＰＬ２をさらに備える。 Referring to FIG. 1, vehicle 100 includes a battery B as a power storage device, a voltage sensor 10, a power control unit (PCU) 40, a motor generator MG, and a control device 30. PCU 40 includes a voltage converter 12, smoothing capacitors C 0 and C 1, a voltage sensor 13, and an inverter 14. Note that the PCU 40 may include only the inverter 14 without providing the voltage converter 12. Vehicle 100 further includes a positive bus PL2 for supplying power to inverter 14 that drives motor generator MG.
　平滑用コンデンサＣ１は、正母線ＰＬ１および負母線ＳＬ２の間に接続される。電圧コンバータ１２は、平滑用コンデンサＣ１の端子間電圧を昇圧する。平滑用コンデンサＣ０は、電圧コンバータ１２によって昇圧された電圧を平滑化する。電圧センサ１３は、平滑用コンデンサＣ０の端子間の電圧ＶＨを検出して制御装置３０に出力する。 Smoothing capacitor C1 is connected between positive bus PL1 and negative bus SL2. The voltage converter 12 boosts the voltage across the terminals of the smoothing capacitor C1. The smoothing capacitor C0 smoothes the voltage boosted by the voltage converter 12. The voltage sensor 13 detects the voltage VH between the terminals of the smoothing capacitor C0 and outputs it to the control device 30.
　車両１００は、さらに、バッテリＢの正極と正母線ＰＬ１との間に接続されるシステムメインリレーＳＭＲＢと、バッテリＢの負極（負母線ＳＬ１）とノードＮ２との間に接続されるシステムメインリレーＳＭＲＧとを備える。 Vehicle 100 further includes a system main relay SMRB connected between the positive electrode of battery B and positive bus PL1, and a system main relay SMRG connected between the negative electrode of battery B (negative bus SL1) and node N2. With.
　システムメインリレーＳＭＲＢ，ＳＭＲＧは、制御装置３０から与えられる制御信号ＳＥに応じて導通／非導通状態が制御される。電圧センサ１０は、バッテリＢの端子間の電圧ＶＢを検出する。図示しないが、電圧センサ１０とともに、バッテリＢの充電状態を監視するために、バッテリＢに流れる電流ＩＢを検出するための電流センサが設けられている。 The system main relays SMRB and SMRG are controlled to be in a conductive / non-conductive state in accordance with a control signal SE given from the control device 30. The voltage sensor 10 detects a voltage VB between the terminals of the battery B. Although not shown, a current sensor for detecting the current IB flowing through the battery B is provided together with the voltage sensor 10 in order to monitor the state of charge of the battery B.
　バッテリＢとしては、たとえば、鉛蓄電池、ニッケル水素電池、リチウムイオン電池等の二次電池や、電気二重層コンデンサ等の大容量キャパシタなどを用いることができる。負母線ＳＬ２は、電圧コンバータ１２の中を通ってインバータ１４側に延びている。 As the battery B, for example, a secondary battery such as a lead storage battery, a nickel metal hydride battery, or a lithium ion battery, or a large-capacity capacitor such as an electric double layer capacitor can be used. Negative bus SL2 extends through voltage converter 12 to inverter 14 side.
　電圧コンバータ１２は、バッテリＢと正母線ＰＬ２との間に設けられ、電圧変換を行なう電圧変換器である。電圧コンバータ１２は、一方端が正母線ＰＬ１に接続されるリアクトルＬ１と、正母線ＰＬ２と負母線ＳＬ２との間に直列に接続されるＩＧＢＴ素子Ｑ１，Ｑ２と、ＩＧＢＴ素子Ｑ１，Ｑ２にそれぞれ接続されるダイオードＤ１，Ｄ２とを含む。 Voltage converter 12 is a voltage converter that is provided between battery B and positive bus PL2 and performs voltage conversion. Voltage converter 12 has one end connected to reactor L1 connected to positive bus PL1, IGBT devices Q1 and Q2 connected in series between positive bus PL2 and negative bus SL2, and IGBT devices Q1 and Q2, respectively. Diodes D1 and D2.
　リアクトルＬ１の他方端はＩＧＢＴ素子Ｑ１のエミッタおよびＩＧＢＴ素子Ｑ２のコレクタに接続される。ダイオードＤ１のカソードはＩＧＢＴ素子Ｑ１のコレクタと接続され、ダイオードＤ１のアノードはＩＧＢＴ素子Ｑ１のエミッタと接続される。ダイオードＤ２のカソードはＩＧＢＴ素子Ｑ２のコレクタと接続され、ダイオードＤ２のアノードはＩＧＢＴ素子Ｑ２のエミッタと接続される。 The other end of reactor L1 is connected to the emitter of IGBT element Q1 and the collector of IGBT element Q2. The cathode of diode D1 is connected to the collector of IGBT element Q1, and the anode of diode D1 is connected to the emitter of IGBT element Q1. The cathode of diode D2 is connected to the collector of IGBT element Q2, and the anode of diode D2 is connected to the emitter of IGBT element Q2.
　インバータ１４は、正母線ＰＬ２および負母線ＳＬ２に接続されている。インバータ１４は車輪２を駆動するモータジェネレータＭＧに対して電圧コンバータ１２の出力する直流電圧を三相交流電圧に変換して出力する。またインバータ１４は、回生制動に伴ない、モータジェネレータＭＧにおいて発電された電力を電圧コンバータ１２に戻す。このとき電圧コンバータ１２は、降圧回路として動作するように制御装置３０によって制御される。 The inverter 14 is connected to the positive bus PL2 and the negative bus SL2. Inverter 14 converts the DC voltage output from voltage converter 12 into a three-phase AC voltage and outputs the same to motor generator MG driving wheel 2. Further, the inverter 14 returns the electric power generated in the motor generator MG to the voltage converter 12 along with the regenerative braking. At this time, the voltage converter 12 is controlled by the control device 30 so as to operate as a step-down circuit.
　インバータ１４は、Ｕ相アーム１５と、Ｖ相アーム１６と、Ｗ相アーム１７とを含む。Ｕ相アーム１５、Ｖ相アーム１６およびＷ相アーム１７は、正母線ＰＬ２と負母線ＳＬ２との間に並列に接続される。 The inverter 14 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17. U-phase arm 15, V-phase arm 16 and W-phase arm 17 are connected in parallel between positive bus PL2 and negative bus SL2.
　Ｕ相アーム１５は、正母線ＰＬ２と負母線ＳＬ２との間に直列接続されたＩＧＢＴ素子Ｑ３，Ｑ４と、ＩＧＢＴ素子Ｑ３，Ｑ４とそれぞれ並列に接続されるダイオードＤ３，Ｄ４とを含む。ダイオードＤ３のカソードはＩＧＢＴ素子Ｑ３のコレクタと接続され、ダイオードＤ３のアノードはＩＧＢＴ素子Ｑ３のエミッタと接続される。ダイオードＤ４のカソードはＩＧＢＴ素子Ｑ４のコレクタと接続され、ダイオードＤ４のアノードはＩＧＢＴ素子Ｑ４のエミッタと接続される。 U-phase arm 15 includes IGBT elements Q3 and Q4 connected in series between positive bus PL2 and negative bus SL2, and diodes D3 and D4 connected in parallel with IGBT elements Q3 and Q4, respectively. The cathode of diode D3 is connected to the collector of IGBT element Q3, and the anode of diode D3 is connected to the emitter of IGBT element Q3. The cathode of diode D4 is connected to the collector of IGBT element Q4, and the anode of diode D4 is connected to the emitter of IGBT element Q4.
　Ｖ相アーム１６は、正母線ＰＬ２と負母線ＳＬ２との間に直列接続されたＩＧＢＴ素子Ｑ５，Ｑ６と、ＩＧＢＴ素子Ｑ５，Ｑ６とそれぞれ並列に接続されるダイオードＤ５，Ｄ６とを含む。ダイオードＤ５のカソードはＩＧＢＴ素子Ｑ５のコレクタと接続され、ダイオードＤ５のアノードはＩＧＢＴ素子Ｑ５のエミッタと接続される。ダイオードＤ６のカソードはＩＧＢＴ素子Ｑ６のコレクタと接続され、ダイオードＤ６のアノードはＩＧＢＴ素子Ｑ６のエミッタと接続される。 V-phase arm 16 includes IGBT elements Q5 and Q6 connected in series between positive bus PL2 and negative bus SL2, and diodes D5 and D6 connected in parallel with IGBT elements Q5 and Q6, respectively. The cathode of diode D5 is connected to the collector of IGBT element Q5, and the anode of diode D5 is connected to the emitter of IGBT element Q5. The cathode of diode D6 is connected to the collector of IGBT element Q6, and the anode of diode D6 is connected to the emitter of IGBT element Q6.
　Ｗ相アーム１７は、正母線ＰＬ２と負母線ＳＬ２との間に直列接続されたＩＧＢＴ素子Ｑ７，Ｑ８と、ＩＧＢＴ素子Ｑ７，Ｑ８とそれぞれ並列に接続されるダイオードＤ７，Ｄ８とを含む。ダイオードＤ７のカソードはＩＧＢＴ素子Ｑ７のコレクタと接続され、ダイオードＤ７のアノードはＩＧＢＴ素子Ｑ７のエミッタと接続される。ダイオードＤ８のカソードはＩＧＢＴ素子Ｑ８のコレクタと接続され、ダイオードＤ８のアノードはＩＧＢＴ素子Ｑ８のエミッタと接続される。 W-phase arm 17 includes IGBT elements Q7, Q8 connected in series between positive bus PL2 and negative bus SL2, and diodes D7, D8 connected in parallel with IGBT elements Q7, Q8, respectively. The cathode of diode D7 is connected to the collector of IGBT element Q7, and the anode of diode D7 is connected to the emitter of IGBT element Q7. The cathode of diode D8 is connected to the collector of IGBT element Q8, and the anode of diode D8 is connected to the emitter of IGBT element Q8.
　モータジェネレータＭＧは、三相の永久磁石同期モータであり、Ｕ，Ｖ，Ｗ相の３つのステータコイルは各々の一方端が中性点に共に接続されている。そして、Ｕ相コイルの他方端がＩＧＢＴ素子Ｑ３，Ｑ４の接続ノードから引き出されたラインに接続される。また、Ｖ相コイルの他方端がＩＧＢＴ素子Ｑ５，Ｑ６の接続ノードから引き出されたラインに接続される。また、Ｗ相コイルの他方端がＩＧＢＴ素子Ｑ７，Ｑ８の接続ノードから引き出されたラインに接続される。 The motor generator MG is a three-phase permanent magnet synchronous motor, and one end of each of the three stator coils of the U, V, and W phases is connected to a neutral point. The other end of the U-phase coil is connected to a line drawn from the connection node of IGBT elements Q3 and Q4. The other end of the V-phase coil is connected to a line drawn from the connection node of IGBT elements Q5 and Q6. The other end of the W-phase coil is connected to a line drawn from the connection node of IGBT elements Q7 and Q8.
　電流センサ２４は、モータジェネレータＭＧに流れる電流をモータ電流ＭＣＲＴとして検出し、モータ電流ＭＣＲＴを制御装置３０へ出力する。 The current sensor 24 detects the current flowing through the motor generator MG as the motor current MCRT, and outputs the motor current MCRT to the control device 30.
　制御装置３０は、アクセルセンサ１１１からアクセル開度を受け、シフトポジションセンサ１１３からシフトレバーの設定位置を受ける。さらに、制御装置３０は、モータジェネレータＭＧの回転速度（モータ回転数）Ｎｍと、電流ＩＢおよび電圧ＶＢ，ＶＨの各値と、モータ電流ＭＣＲＴと、起動信号ＩＧＯＮとを受ける。そして制御装置３０は、これらの情報に基づいて電圧コンバータ１２およびインバータ１４を制御する。 Control device 30 receives the accelerator opening from accelerator sensor 111 and the set position of the shift lever from shift position sensor 113. Further, control device 30 receives a rotational speed (motor rotational speed) Nm of motor generator MG, values of current IB and voltages VB and VH, motor current MCRT, and activation signal IGON. Then, control device 30 controls voltage converter 12 and inverter 14 based on these pieces of information.
　具体的には、制御装置３０は、電圧コンバータ１２に対して、昇圧指示を行なう制御信号ＰＷＵ，降圧指示を行なう制御信号ＰＷＤおよび動作禁止を指示するシャットダウン信号を出力する。 Specifically, control device 30 outputs, to voltage converter 12, control signal PWU for instructing step-up, control signal PWD for instructing step-down, and a shutdown signal instructing prohibition of operation.
　さらに、制御装置３０は、インバータ１４に対して、電圧コンバータ１２から出力される直流電圧を、モータジェネレータＭＧを駆動するための交流電圧に変換する駆動指示を行なう制御信号ＰＷＭＩと、モータジェネレータＭＧで発電された交流電圧を直流電圧に変換して電圧コンバータ１２側に戻す回生指示を行なう制御信号ＰＷＭＣとを出力する。 Further, control device 30 provides control signal PWMI for instructing inverter 14 to convert the DC voltage output from voltage converter 12 into an AC voltage for driving motor generator MG, and motor generator MG. A control signal PWMC for performing a regeneration instruction for converting the generated AC voltage into a DC voltage and returning it to the voltage converter 12 side is output.
　（冷却システムの構成）
　図１に示す構成において、車両１００は、ＰＣＵ４０およびモータジェネレータＭＧを冷却するための冷却システムとして、ラジエータ１０２と、リザーバータンク１０６と、ウォーターポンプ１０４とをさらに備える。図２には、図１の車両１００の構成のうち冷却システムの構成が抽出して示されている。 (Cooling system configuration)
In the configuration shown in FIG. 1, vehicle 100 further includes a radiator 102, a reservoir tank 106, and a water pump 104 as a cooling system for cooling PCU 40 and motor generator MG. FIG. 2 shows the configuration of the cooling system extracted from the configuration of the vehicle 100 of FIG.
　ラジエータ１０２とＰＣＵ４０とリザーバータンク１０６とウォーターポンプ１０４とモータジェネレータＭＧとは、流路１１６によって直列に環状に接続されている。 The radiator 102, the PCU 40, the reservoir tank 106, the water pump 104, and the motor generator MG are connected in a ring shape in series by a flow path 116.
　ウォーターポンプ１０４は、不凍液などの冷却水を循環させるためのポンプである。ウォーターポンプ１０４は、リザーバータンク１０６から冷却水を吸引し、モータジェネレータＭＧに向けて冷却水を循環させる。回転数センサ１１４は、ウォーターポンプ１０４の回転速度（以下、Ｗ／Ｐ回転数と記す）ＮＷを検出し、検出したＷ／Ｐ回転数ＮＷを制御装置３０へ出力する。 The water pump 104 is a pump for circulating cooling water such as antifreeze. Water pump 104 sucks the cooling water from reservoir tank 106 and circulates the cooling water toward motor generator MG. The rotation speed sensor 114 detects the rotation speed (hereinafter referred to as W / P rotation speed) NW of the water pump 104 and outputs the detected W / P rotation speed NW to the control device 30.
　ラジエータ１０２は、ＰＣＵ４０内部の電圧コンバータ１２およびインバータ１４を冷却した後の冷却水を流路１１６から受け、その受けた冷却水を図示しないラジエータファンを用いて冷却する。 The radiator 102 receives the cooling water after cooling the voltage converter 12 and the inverter 14 inside the PCU 40 from the flow path 116, and cools the received cooling water using a radiator fan (not shown).
　ＰＣＵ４０の冷却水入口付近には、冷却水温を検出する温度センサ１０８が設けられている。温度センサ１０８からは冷却水温ＴＷが制御装置３０に送信される。また、ＰＣＵ４０の内部には、電圧コンバータ１２の温度ＴＣを検出する温度センサ１１０と、インバータ１４の温度ＴＩを検出する温度センサ１１２とが設けられている。温度センサ１１０，１１２としては、インテリジェントパワーモジュールに内蔵されている温度検出素子等が用いられる。 In the vicinity of the cooling water inlet of the PCU 40, a temperature sensor 108 for detecting the cooling water temperature is provided. The cooling water temperature TW is transmitted from the temperature sensor 108 to the control device 30. In addition, a temperature sensor 110 that detects the temperature TC of the voltage converter 12 and a temperature sensor 112 that detects the temperature TI of the inverter 14 are provided inside the PCU 40. As the temperature sensors 110 and 112, a temperature detection element or the like built in the intelligent power module is used.
　制御装置３０は、温度センサ１１０からの温度ＴＣと温度センサ１１２からの温度ＴＩとに基づいて、ウォーターポンプ１０４を駆動するための信号ＳＰを生成し、その生成した信号ＳＰをウォーターポンプ１０４へ出力する。 Control device 30 generates signal SP for driving water pump 104 based on temperature TC from temperature sensor 110 and temperature TI from temperature sensor 112, and outputs the generated signal SP to water pump 104. To do.
　図２に示す構成において、流路１１６は、ＰＣＵ４０の上流側から下流側までの区間が複数の分岐路に分岐される。図３は、ＰＣＵ４０を経由する流路１１６の構成を説明する概念図である。図３を参照して、ＰＣＵ４０の内部には、電圧コンバータ１２およびインバータ１４の電力制御素子（ＩＧＢＴ素子など）が搭載されたパワー素子基板４００が設けられている。このパワー素子基板４００の裏面には、パワー素子基板４００を冷却するための流路１２２が設けられている。流路１２２は、冷却水入口１２０および冷却水出口１２４と連通している。 In the configuration shown in FIG. 2, in the flow path 116, a section from the upstream side to the downstream side of the PCU 40 is branched into a plurality of branch paths. FIG. 3 is a conceptual diagram illustrating the configuration of the flow path 116 that passes through the PCU 40. Referring to FIG. 3, power element substrate 400 on which power control elements (such as IGBT elements) of voltage converter 12 and inverter 14 are mounted is provided inside PCU 40. On the back surface of the power element substrate 400, a flow path 122 for cooling the power element substrate 400 is provided. The flow path 122 communicates with the cooling water inlet 120 and the cooling water outlet 124.
　図３では、パワー素子基板４００上に搭載される複数の電力制御素子は、３つの素子部（素子部１～３）に区分されている。そして、流路１２２は、これら３つの素子部をそれぞれ経由するように３つの分岐路Ｂ１～Ｂ３に分岐されている。これら３つの分岐路Ｂ１～Ｂ３は、冷却水入口１２０および冷却水出口１２４の間に、冷却水の流通方向に対して並列に配設されており、流量が互いに等しくなるように構成されている。したがって、冷却水入口１２０から導入された冷却水は３等分されると、それぞれの分岐路Ｂ１～Ｂ３を矢印Ｐ１～Ｐ３に示す方向に沿って流れる。このとき、各分岐路を流れる冷却水と素子部とが熱交換することによって、素子部に含まれる電力制御素子が冷却される。 In FIG. 3, the plurality of power control elements mounted on the power element substrate 400 are divided into three element parts (element parts 1 to 3). The flow path 122 is branched into three branch paths B1 to B3 so as to pass through these three element portions, respectively. These three branch paths B1 to B3 are arranged between the cooling water inlet 120 and the cooling water outlet 124 in parallel with respect to the flow direction of the cooling water, and are configured to have the same flow rate. . Therefore, when the cooling water introduced from the cooling water inlet 120 is equally divided into three, it flows through the respective branch paths B1 to B3 along the directions indicated by the arrows P1 to P3. At this time, the power control element included in the element unit is cooled by heat exchange between the cooling water flowing through each branch path and the element unit.
　分岐路Ｂ１～Ｂ３には、冷却水の流量を検出するための流量センサ１３１～１３３がそれぞれ設けられている。流量センサ１３１からは分岐路Ｂ１における冷却水の流量Ｆａが制御装置３０に送信される。流量センサ１３２からは分岐路Ｂ２における冷却水の流量Ｆｂが制御装置３０に送信される。流量センサ１３３からは、分岐路Ｂ３における冷却水の流量Ｆｃが制御装置３０に送信される。 The branch paths B1 to B3 are provided with flow sensors 131 to 133 for detecting the flow rate of the cooling water, respectively. A flow rate Fa of the cooling water in the branch path B1 is transmitted from the flow rate sensor 131 to the control device 30. From the flow sensor 132, the flow rate Fb of the cooling water in the branch path B2 is transmitted to the control device 30. From the flow rate sensor 133, the flow rate Fc of the cooling water in the branch path B3 is transmitted to the control device 30.
　制御装置３０は、流量センサ１３１～１３３からそれぞれ入力される流量Ｆａ，Ｆｂ，Ｆｃに基づいて、冷却システムの部分異常を診断する。本実施の形態における冷却システムの部分異常とは、複数の分岐路のうちのいずれかに異常が発生することをいう。図３には、部分異常の一例として、分岐路Ｂ１の内部に異物が混入した場合を示す。この場合、分岐路Ｂ１を流れる冷却水の流量が低下するため、分岐路Ｂ１～Ｂ３の間で流量のアンバランスが生じてしまう。このような流量のアンバランスが生じると、素子部１～３の間で冷却能力に差が生じるため、素子温度が部分的に高温となるという不具合が生じる虞がある。図３の場合では、素子部１の素子温度Ｔ１が、素子部２の素子温度Ｔ２および素子部３の素子温度Ｔ３と比較して高温となる虞がある。したがって、冷却システムの部分異常を速やかに検出するとともに、部分異常による流量のアンバランスを解消する必要がある。 The control device 30 diagnoses a partial abnormality of the cooling system based on the flow rates Fa, Fb, and Fc input from the flow rate sensors 131 to 133, respectively. The partial abnormality of the cooling system in the present embodiment means that an abnormality occurs in any of a plurality of branch paths. FIG. 3 shows a case where foreign matter is mixed in the branch path B1 as an example of the partial abnormality. In this case, since the flow rate of the cooling water flowing through the branch path B1 is reduced, the flow rate is unbalanced between the branch paths B1 to B3. When such flow rate imbalance occurs, a difference in cooling capacity occurs between the element units 1 to 3, which may cause a problem that the element temperature partially becomes high. In the case of FIG. 3, the element temperature T <b> 1 of the element unit 1 may be higher than the element temperature T <b> 2 of the element unit 2 and the element temperature T <b> 3 of the element unit 3. Therefore, it is necessary to quickly detect a partial abnormality of the cooling system and to eliminate the flow rate imbalance due to the partial abnormality.
　本実施の形態に係る冷却システムでは、以下に説明する図４および図５に従って、制御装置３０は、流量センサ１３１～１３３の検出値（流量Ｆａ，Ｆｂ，Ｆｃ）に基づいて、流量Ｆａ，Ｆｂ，Ｆｃ間にアンバランスが発生しているかどうかを検出する。流量のアンバランスの発生時には、制御装置３０は、冷却システムの部分異常と判定する。 In the cooling system according to the present embodiment, in accordance with FIGS. 4 and 5 described below, control device 30 uses flow rates Fa, Fb based on detection values (flow rates Fa, Fb, Fc) of flow rate sensors 131-133. , Fc is detected whether an imbalance has occurred. When the flow rate imbalance occurs, the control device 30 determines that the cooling system is partially abnormal.
　そして、冷却システムの部分異常と判定されると、制御装置３０は、部分異常発生時の冷却システムの状態に基づいて、当該部分異常の原因を診断する。部分異常の原因が診断されると、制御装置３０は、さらに診断された原因を除去するための制御を実行することによって当該部分異常を解消させる。 When it is determined that the partial abnormality of the cooling system is detected, the control device 30 diagnoses the cause of the partial abnormality based on the state of the cooling system when the partial abnormality occurs. When the cause of the partial abnormality is diagnosed, the control device 30 further eliminates the partial abnormality by executing control for removing the diagnosed cause.
　図４は、制御装置３０の処理構造を概略的に示したフローチャートである。なお、このフローチャートの処理は、一定時間毎または所定の条件が成立するごとに実行される。 FIG. 4 is a flowchart schematically showing the processing structure of the control device 30. Note that the processing of this flowchart is executed at regular time intervals or whenever a predetermined condition is satisfied.
　図４を参照して、制御装置３０は、ステップＳ０１では、流量センサ１３１～１３３（図３）により検出される分岐路Ｂ１～Ｂ３の流量Ｆａ，Ｆｂ，Ｆｃを読み込む。続いて、制御装置３０は、ステップＳ０２により、回転数センサ１１４（図１）により検出されるウォーターポンプ１０４の回転速度（Ｗ／Ｐ回転数）ＮＷをモニタリングする。 Referring to FIG. 4, in step S01, control device 30 reads flow rates Fa, Fb, Fc of branch paths B1-B3 detected by flow rate sensors 131-133 (FIG. 3). Subsequently, in step S02, the control device 30 monitors the rotational speed (W / P rotational speed) NW of the water pump 104 detected by the rotational speed sensor 114 (FIG. 1).
　制御装置３０は、ステップＳ０３により、流量Ｆａ，Ｆｂ，Ｆｃに基づいて、冷却システムの部分異常が発生しているかどうかを判定する。具体的には、制御装置３０は、流量Ｆａ，Ｆｂ，Ｆｃの間にアンバランスが発生しているか否かを判定する。たとえば、制御装置３０は、流量Ｆａ、流量Ｆｂおよび流量Ｆｃの合計値（流路１１６の流量Ｆｔに相当）に対する各流量Ｆａ，Ｆｂ，Ｆｃの割合を算出する。そして、制御装置３０は、算出した割合を比較することにより、流量のアンバランスが発生しているか否かを判定する。 In step S03, the control device 30 determines whether a partial abnormality of the cooling system has occurred based on the flow rates Fa, Fb, and Fc. Specifically, the control device 30 determines whether or not an imbalance has occurred between the flow rates Fa, Fb, and Fc. For example, the control device 30 calculates the ratio of each flow rate Fa, Fb, Fc to the total value (corresponding to the flow rate Ft of the flow path 116) of the flow rate Fa, the flow rate Fb, and the flow rate Fc. And the control apparatus 30 determines whether the imbalance of flow volume has generate | occur | produced by comparing the calculated ratio.
　算出した割合が流量Ｆａ，Ｆｂ，Ｆｃ間で異なっている場合、すなわち、各流量の割合が１／３から外れている場合には、制御装置３０は、冷却システムの部分異常が発生していると判定する。このとき、制御装置３０は、流量の割合が他の分岐路と比較して小さくなる分岐路に異常が生じているものと判定する。 When the calculated ratio is different among the flow rates Fa, Fb, and Fc, that is, when the ratio of each flow rate is out of 1/3, the control device 30 has a partial abnormality of the cooling system. Is determined. At this time, the control device 30 determines that an abnormality has occurred in the branch path in which the flow rate is smaller than that of other branch paths.
　ステップＳ０３において冷却システムの部分異常と判定されると、制御装置３０は、ステップＳ０４により、部分異常発生時の冷却システムの状態に基づいて、当該部分異常の原因を診断する。そして、制御装置３０は、診断された原因を除去するための制御（以下、「異常原因除去制御」という）を実行する。そして、異常原因除去制御の実行によっても部分異常が解消されない場合には、ステップＳ０５により、制御装置３０は、冷却システムの異常を確定する。冷却システムの異常が確定されると、制御装置３０は、表示装置や警告ランプなどに警告を表示する。 If it is determined in step S03 that there is a partial abnormality in the cooling system, the control device 30 diagnoses the cause of the partial abnormality in step S04 based on the state of the cooling system when the partial abnormality occurs. Then, the control device 30 executes control for removing the diagnosed cause (hereinafter referred to as “abnormal cause removal control”). If the partial abnormality is not resolved even by the execution of the abnormality cause removal control, the control device 30 determines the abnormality of the cooling system through step S05. When the abnormality of the cooling system is determined, the control device 30 displays a warning on a display device, a warning lamp, or the like.
　図５は、図４のステップＳ０４に示した異常原因除去制御を実現するためのフローチャートである。なお、図５のステップＳ０１，Ｓ０２による処理は、図４のステップＳ０１，Ｓ０２による処理と同じである。また、図５のステップＳ０３１，Ｓ０３２，Ｓ０３３による処理は、図４のステップＳ０３による処理に対応する。 FIG. 5 is a flowchart for realizing the abnormality cause removal control shown in step S04 of FIG. Note that the processing in steps S01 and S02 in FIG. 5 is the same as the processing in steps S01 and S02 in FIG. Further, the processing in steps S031, S032, and S033 in FIG. 5 corresponds to the processing in step S03 in FIG.
　図５を参照して、制御装置３０は、ステップＳ０１により、流量センサ１３１～１３３（図３）により検出される分岐路Ｂ１～Ｂ３の流量Ｆａ，Ｆｂ，Ｆｃを読み込むとともに、ステップＳ０２により、ウォーターポンプ１０４の回転速度（Ｗ／Ｐ回転数）ＮＷをモニタリングする。 Referring to FIG. 5, control device 30 reads flow rates Fa, Fb, Fc of branch paths B1-B3 detected by flow rate sensors 131-133 (FIG. 3) in step S01, and in step S02, The rotational speed (W / P rotational speed) NW of the pump 104 is monitored.
　制御装置３０は、ステップＳ０３１により、流路１１６の流量Ｆｔに対する各流量Ｆａ，Ｆｂ，Ｆｃの割合を比較した結果に基づいて、流量Ｆａ，Ｆｂ，Ｆｃの間にアンバランスが発生しているか否かを判定する。流量Ｆａ，Ｆｂ，Ｆｃのアンバランスが発生していない場合（ステップＳ０３１のＮＯ判定時）には、制御装置３０は、ステップＳ０３３により、冷却システムが正常と判定する。 Whether or not an imbalance has occurred between the flow rates Fa, Fb, and Fc based on the result of comparing the ratios of the flow rates Fa, Fb, and Fc with respect to the flow rate Ft of the flow path 116 in step S031. Determine whether. When the flow rates Fa, Fb, and Fc are not unbalanced (NO in step S031), the control device 30 determines that the cooling system is normal in step S033.
　一方、流量Ｆａ，Ｆｂ，Ｆｃのアンバランスが発生している場合（ステップＳ０３１のＹＥＳ判定時）には、制御装置３０は、ステップＳ０３２により、冷却システムの部分異常と判定する。制御装置３０は、複数の分岐路Ｂ１～Ｂ３のうち流量Ｆｔに対する流量の割合が小さい分岐路において、異常が生じていると判定する。ステップＳ０３２において冷却システムの部分異常と判定されると、制御装置３０は、ステップＳ０４１～Ｓ０５０による処理を行なうことにより、部分異常の原因の診断および冷却システムの異常原因除去制御を実行する。 On the other hand, when the imbalance of the flow rates Fa, Fb, and Fc occurs (when YES is determined in step S031), the control device 30 determines that the cooling system is partially abnormal in step S032. The control device 30 determines that an abnormality has occurred in a branch path having a small flow rate ratio relative to the flow rate Ft among the plurality of branch paths B1 to B3. If it is determined in step S032 that the cooling system has a partial abnormality, the control device 30 performs the processes in steps S041 to S050, thereby executing the diagnosis of the cause of the partial abnormality and the abnormal cause removal control of the cooling system.
　具体的には、最初に、ステップＳ０４１により、制御装置３０は、モニタリングしたＷ／Ｐ回転数ＮＷに基づいて、Ｗ／Ｐ回転数ＮＷが上昇したか否かを判定する。Ｗ／Ｐ回転数ＮＷが上昇した場合（ステップＳ０４１のＹＥＳ判定時）には、制御装置３０は、ステップＳ０４５により、異常と判定された分岐路の内部に空気が混入している可能性があると診断する。分岐路内に空気が混入するとは、空気の塊が当該分岐路内に存在することをいう。流路内に空気が混入している場合、ウォーターポンプ１０４にかかる負荷は、空気が混入していない場合に比べて小さくなる。そのため、ウォーターポンプ１０４の実回転数が、信号ＳＰにより指定される制御回転数よりも大きくなる。Ｗ／Ｐ回転数ＮＷが制御回転数よりも高い状態が所定時間以上継続した場合には、制御装置３０は、分岐路内に空気が混入している可能性があると診断する。 Specifically, first, in step S041, the control device 30 determines whether or not the W / P rotational speed NW has increased based on the monitored W / P rotational speed NW. When W / P rotation speed NW increases (when YES is determined in step S041), control device 30 may have air mixed in the branch path determined to be abnormal in step S045. Diagnose. “Air is mixed into the branch path” means that a lump of air exists in the branch path. When air is mixed in the flow path, the load applied to the water pump 104 is smaller than when air is not mixed. Therefore, the actual rotational speed of the water pump 104 is larger than the control rotational speed specified by the signal SP. When the state where the W / P rotation speed NW is higher than the control rotation speed continues for a predetermined time or longer, the control device 30 diagnoses that air may be mixed in the branch path.
　ステップＳ０４５により分岐路内に空気が混入している可能性があると診断されると、制御装置３０は、ステップＳ０４４により、ウォーターポンプ１０４の出力を一時的に増加させる。たとえば、制御装置３０は、ウォーターポンプ１０４を一定時間最高回転数で駆動する。ウォーターポンプ１０４の回転数を上げることによってウォーターポンプ１０４の吐出流量が増大することにより、分岐路内に残存している空気が冷却水とともにリザーバータンク１０６に押し流される。リザーバータンク１０６内では、空気と冷却水とが分離させられ、空気が大気に放出される。これにより、分岐路に残存していた空気を取り除くことができる。 If it is diagnosed in step S045 that there is a possibility that air is mixed in the branch path, the control device 30 temporarily increases the output of the water pump 104 in step S044. For example, the control device 30 drives the water pump 104 at the maximum rotation speed for a certain time. By increasing the number of revolutions of the water pump 104, the discharge flow rate of the water pump 104 increases, so that the air remaining in the branch path is pushed into the reservoir tank 106 together with the cooling water. In the reservoir tank 106, air and cooling water are separated, and the air is released to the atmosphere. Thereby, the air remaining in the branch path can be removed.
　これに対して、ステップＳ０４１においてＷ／Ｐ回転数ＮＷが上昇していない場合（ステップＳ０４１のＮＯ判定時）には、制御装置３０は、ステップＳ０４２により、温度センサ１０８により検出された冷却水温ＴＷが所定の閾値以下であるか否かを判定する。所定の閾値は、たとえば、流路内の冷却水が凍結する温度に設定される。なお、温度センサ１０８により検出された冷却水温ＴＷに代えて、外気温を検出するための温度センサの検出値に基づいて判定してもよい。 On the other hand, when the W / P rotation speed NW has not increased in step S041 (when NO is determined in step S041), the control device 30 detects the coolant temperature TW detected by the temperature sensor 108 in step S042. Is less than or equal to a predetermined threshold. For example, the predetermined threshold is set to a temperature at which the cooling water in the flow path is frozen. Instead of the cooling water temperature TW detected by the temperature sensor 108, the determination may be made based on the detection value of the temperature sensor for detecting the outside air temperature.
　冷却水温ＴＷが所定の閾値以下である場合（ステップＳ０４２のＹＥＳ判定時）には、制御装置３０は、続いて、ステップＳ０４６により、流路１１６を流れる冷却水の流量Ｆｔが正常であるか否かを判定する。制御装置３０は、流量Ｆｔとして、流量センサ１３１～１３３によりそれぞれ検出される流量Ｆａ，Ｆｂ，Ｆｃの合計値を算出する。そして、制御装置３０は、流量Ｆｔが、ウォーターポンプ１０４の制御回転数に応じた流量の制御範囲内にある場合には、流量Ｆｔが正常であると判定する。 When cooling water temperature TW is equal to or lower than the predetermined threshold (when YES is determined in step S042), control device 30 subsequently determines whether or not the flow rate Ft of the cooling water flowing through flow path 116 is normal in step S046. Determine whether. The control device 30 calculates the total value of the flow rates Fa, Fb, and Fc detected by the flow rate sensors 131 to 133 as the flow rate Ft. And the control apparatus 30 determines with the flow volume Ft being normal, when the flow volume Ft exists in the control range of the flow volume according to the control rotation speed of the water pump 104. FIG.
　ステップＳ０４６において流量Ｆｔが正常であると判定された場合（ステップＳ０４６のＹＥＳ判定時）には、制御装置３０は、ステップＳ０４７により、冷却水温が低いために、図３に示す分岐路Ｂ１～Ｂ３が部分的に凍結している可能性があると診断する。制御装置３０は、複数の分岐路Ｂ１～Ｂ３のうち、総流量に対する流量の割合が他の分岐路と比較して小さい分岐路が凍結していると推定する。そこで、制御装置３０は、ステップＳ０４８により、この凍結が推定される分岐路に対応する素子部を強制的に発熱させる。具体的には、制御装置３０は、当該分岐路に対応する素子部に含まれる電力制御素子に対して、短時間通電状態とするための制御信号を出力する。なお、この制御信号は、電力制御素子を発熱させるためのものであるため、制御信号ＰＷＭＩ，ＰＭＷＣのように車両を駆動するためのトルクを発生させるものではない。電力制御素子が短時間自己発熱することで、分岐路の凍結を解消することができる。 If it is determined in step S046 that the flow rate Ft is normal (YES in step S046), the control device 30 determines that the cooling water temperature is low in step S047, so that the branch paths B1 to B3 shown in FIG. Diagnose that may be partially frozen. The control device 30 estimates that among the plurality of branch paths B1 to B3, a branch path having a smaller flow rate relative to the total flow rate than the other branch paths is frozen. Therefore, in step S048, control device 30 forcibly generates heat at the element portion corresponding to the branch path where freezing is estimated. Specifically, the control device 30 outputs a control signal for setting the energized state for a short time to the power control element included in the element unit corresponding to the branch path. Since this control signal is for generating heat in the power control element, it does not generate torque for driving the vehicle unlike the control signals PWMI and PMWC. Since the power control element self-heats for a short time, the freezing of the branch path can be eliminated.
　これに対して、ステップＳ０４６において流量Ｆｔが正常でないと判定された場合（ステップＳ０４６のＮＯ判定時）には、制御装置３０は、ステップＳ０４９により、複数の分岐路Ｂ１～Ｂ３を含む流路１１６が凍結している可能性があると診断する。この場合、制御装置３０は、ステップＳ０５０により、素子部１～３の全てを強制的に発熱させる。具体的には、制御装置３０は、素子部１～３に含まれる電力制御素子に対して、短時間通電状態とするための制御信号を出力する。パワー素子基板４００に搭載される全ての電力制御素子が短時間自己発熱することによって、流路の凍結を解消することができる。 On the other hand, when it is determined in step S046 that the flow rate Ft is not normal (when NO is determined in step S046), the control device 30 performs flow path 116 including a plurality of branch paths B1 to B3 in step S049. Is diagnosed as freezing. In this case, the control device 30 forcibly causes all of the element units 1 to 3 to generate heat in step S050. Specifically, the control device 30 outputs a control signal for setting a short-time energization state to the power control elements included in the element units 1 to 3. All power control elements mounted on the power element substrate 400 self-heat for a short time, so that the freezing of the flow path can be eliminated.
　ステップＳ０４２に戻って、冷却水温ＴＷが所定の閾値以下でない場合（ステップＳ０４２のＮＯ判定時）には、制御装置３０は、複数の分岐路Ｂ１～Ｂ３の一部に異物または空気が混入している可能性があると診断する。制御装置３０は、複数の分岐路Ｂ１～Ｂ３のうち、総流量に対する流量の割合が小さい分岐路に異物または空気が混入していると推定する。なお、ステップＳ０４３における分岐路内への空気の混入とは、ステップＳ０４５と同様に、空気の塊が当該分岐路内に存在することをいう。ただし、ステップＳ０４３は、ステップＳ０４５と比較して、大きさがより小さい空気の塊が分岐路内に無数に存在するために、当該分岐路の流通面積を低下させている場合を想定している点で異なる。 Returning to step S042, if the cooling water temperature TW is not equal to or lower than the predetermined threshold value (NO determination in step S042), the control device 30 causes foreign matter or air to enter some of the plurality of branch paths B1 to B3. Diagnose it as possible. The control device 30 estimates that foreign matter or air is mixed in a branch path having a small flow rate ratio with respect to the total flow rate among the plurality of branch paths B1 to B3. In addition, mixing of air into the branch path in step S043 means that an air mass is present in the branch path as in step S045. However, step S043 assumes a case where the flow area of the branch path is reduced because an infinite number of air masses having smaller sizes exist in the branch path compared to step S045. It is different in point.
　ステップＳ０４１により分岐路内に異物または空気が混入している可能性があると診断されると、制御装置３０は、ステップＳ０４４により、ウォーターポンプ１０４の出力を一時的に増加させる。上記のように、ウォーターポンプ１０４の吐出流量を増大させることにより、分岐路に残存していた異物または空気を取り除くことができる。 If it is diagnosed in step S041 that there is a possibility that foreign matter or air is mixed in the branch path, the control device 30 temporarily increases the output of the water pump 104 in step S044. As described above, by increasing the discharge flow rate of the water pump 104, foreign matters or air remaining in the branch path can be removed.
　以上に述べたように、ウォーターポンプ１０４の回転数および冷却水温に基づいて冷却システムの部分異常の原因を診断すると、診断された原因を除去するのに最適な制御態様で異常原因除去制御を実行する。そして、制御装置３０は、ステップＳ０５１により、流量Ｆａ，Ｆｂ，Ｆｃのアンバランスが解消したか否かを判定する。流量のアンバランスが解消していない場合（ステップＳ０５１のＮＯ判定時）には、制御装置３０は、ステップＳ０５により、冷却システムの異常を確定する。 As described above, if the cause of the partial abnormality of the cooling system is diagnosed based on the rotation speed of the water pump 104 and the cooling water temperature, the abnormality cause removal control is executed in the optimal control mode for removing the diagnosed cause. To do. Then, in step S051, the control device 30 determines whether or not the unbalance of the flow rates Fa, Fb, and Fc has been eliminated. If the flow rate imbalance has not been eliminated (NO in step S051), control device 30 determines an abnormality in the cooling system in step S05.
　一方、上記の異常原因除去制御により流量のアンバランスが解消した場合（ステップＳ０５１のＹＥＳ判定時）には、制御装置３０は、ステップＳ０６により、冷却システムの部分異常が解消され、冷却システムが正常状態に復帰したものと判定する。 On the other hand, if the flow rate imbalance is eliminated by the abnormality cause removal control (YES in step S051), the controller 30 eliminates the partial abnormality of the cooling system in step S06, and the cooling system is normal. Judged as having returned to the state.
　以上のように、本実施の形態に係る冷却システムによれば、冷却水の流通方向に対して並列に接続された複数の分岐路の間で冷却水の流量のアンバランスが発生しているか否かを判定することにより、冷却システムの部分異常を検出することができる。 As described above, according to the cooling system according to the present embodiment, whether or not the flow rate of the cooling water is unbalanced between the plurality of branch paths connected in parallel to the flow direction of the cooling water. By determining whether or not, a partial abnormality of the cooling system can be detected.
　ここで、上記のように、複数の分岐路の間で冷却水の流量のアンバランスが発生した場合には、素子温度が部分的に高温となるという不具合が生じる虞がある。したがって、電圧コンバータ１２の温度ＴＣを検出する温度センサ１１０およびインバータ１４の温度ＴＩを検出する温度センサ１１２（図１参照）の検出値に基づいて、冷却システムの異常を判定する構成とすることができる。 Here, as described above, when an imbalance in the flow rate of the cooling water occurs between the plurality of branch paths, there is a possibility that a problem that the element temperature partially becomes high may occur. Therefore, the abnormality of the cooling system may be determined based on the detection values of the temperature sensor 110 that detects the temperature TC of the voltage converter 12 and the temperature sensor 112 that detects the temperature TI of the inverter 14 (see FIG. 1). it can.
　しかしながら、温度センサの検出値に基づいて冷却システムの異常を判定する構成では、電力制御素子の温度上昇が、過電流が流れることによる電力制御素子の発熱量の増加によるものか、流路に空気または異物が混入したことによる流量の低下によるものか、あるいは、ウォーターポンプ１０４の故障によるものかを切り分けることができない。そのため、電力制御素子の温度上昇を抑えるために、モータジェネレータＭＧの負荷率が制限されてしまう虞がある。あるいは、正常に動作可能であるにも拘らす、ウォーターポンプ１０４が誤って交換されてしまう虞がある。 However, in the configuration in which the abnormality of the cooling system is determined based on the detection value of the temperature sensor, whether the temperature increase of the power control element is due to an increase in the amount of heat generated by the power control element due to overcurrent or air in the flow path Alternatively, it cannot be determined whether the flow rate is reduced due to foreign matter mixed in or due to a failure of the water pump 104. Therefore, the load factor of motor generator MG may be limited in order to suppress the temperature rise of the power control element. Alternatively, there is a possibility that the water pump 104 is erroneously replaced even though it can operate normally.
　これに対して、本実施の形態に係る冷却システムでは、複数の分岐路間の流量のアンバランスが発生しているか否かを判定することにより、流路の部分的な異常を検出することができる。したがって、モータジェネレータＭＧの負荷率が制限される、あるいは、不要なウォーターポンプ１０４の交換が行なわれるといった不具合を回避することができる。 On the other hand, in the cooling system according to the present embodiment, it is possible to detect a partial abnormality of the flow path by determining whether or not an imbalance in the flow rate between the plurality of branch paths has occurred. it can. Therefore, it is possible to avoid problems such as the load factor of motor generator MG being limited or unnecessary replacement of water pump 104 being performed.
　また、部分異常が検出された際のウォーターポンプ１０４の回転数および冷却水温ＴＷに基づいて、部分異常の原因を切り分けることが可能となるため、当該原因を除去するための制御を実行することによって部分異常を解消することができる。 Further, since the cause of the partial abnormality can be determined based on the rotation speed of the water pump 104 and the cooling water temperature TW when the partial abnormality is detected, by executing control for removing the cause Partial abnormalities can be resolved.
　（変更例）
　なお、本実施の形態に係る冷却システムは、複数の分岐路Ｂ１～Ｂ３における流量Ｆａ，Ｆｂ，Ｆｃを、分岐路ごとに設けた流量センサによって検出する構成としたが、流量Ｆａ，Ｆｂ，Ｆｃを推定する構成としてもよい。流量の推定方法としては、たとえば、図２に示す冷却システムにおいて、制御装置３０は、ＰＣＵ４０に対する他の駆動命令が発せられない条件を満たす状況下において、流量推定のために、インバータ１４中の電力制御素子を一時的に発熱させ、その後当該電力制御素子が冷却されていく度合いに基づいて流量を推定することができる。これによれば、分岐路ごとに流量センサを設けることなく、流量を精度良く検出することが可能となる。 (Example of change)
Although the cooling system according to the present embodiment is configured to detect the flow rates Fa, Fb, Fc in the plurality of branch paths B1 to B3 by the flow rate sensor provided for each branch path, the flow rates Fa, Fb, Fc. It is good also as a structure which estimates. As a method for estimating the flow rate, for example, in the cooling system shown in FIG. 2, the control device 30 uses the power in the inverter 14 for the flow rate estimation under the condition that other drive commands for the PCU 40 are not issued. The flow rate can be estimated based on the degree to which the control element is temporarily heated and then the power control element is cooled. According to this, it becomes possible to detect the flow rate with high accuracy without providing a flow rate sensor for each branch path.
　以下、図面を参照して、本発明の実施の形態の変更例に係る冷却システムの診断処理について説明する。 Hereinafter, the diagnosis processing of the cooling system according to the modified example of the embodiment of the present invention will be described with reference to the drawings.
　図６は、本変更例に係る冷却システムの診断時期を説明するための波形図である。
　図１、図６を参照して、車両のスタートボタン等によって運転者から起動指示が与えられると、車両はＥＣＵのセルフチェックなどを完了してＲｅａｄｙＯＮ状態となる。その後時刻ｔ１～ｔ２において車両がパーキングレンジに設定され停車されている状態において、制御装置３０がインバータ１４にトルク指令を短時間出力する。このトルク指令は、時刻ｔ３以降の走行時のトルク指令に比べると小さなものである。したがって、パーキングレンジに設定されており、アクセルペダルが踏まれていなければ、車両が動き出すほどのトルクは発生しない。 FIG. 6 is a waveform diagram for explaining the diagnosis time of the cooling system according to this modification.
Referring to FIG. 1 and FIG. 6, when an activation instruction is given from the driver by a start button or the like of the vehicle, the vehicle completes a self-check of the ECU and becomes ReadyON. Thereafter, in a state where the vehicle is set to the parking range and stopped at times t1 to t2, control device 30 outputs a torque command to inverter 14 for a short time. This torque command is smaller than the torque command during running after time t3. Therefore, if the parking range is set and the accelerator pedal is not depressed, the torque enough to start the vehicle is not generated.
　なお、この短時間のトルク指令はインバータの電力制御素子を発熱させるためのものであるので、トルクを発生させるものでなくてもよい。たとえば、トルクを発生させないように、インバータのｄ軸電流のみを流してｑ軸電流を流さないようにインバータ１４を制御するものであってもよい。 Note that this short-time torque command is for causing the power control element of the inverter to generate heat, so that it does not have to generate torque. For example, the inverter 14 may be controlled so that only the d-axis current of the inverter flows and the q-axis current does not flow so as not to generate torque.
　そして時刻ｔ３までにウォータポンプ１０４の動作状況の診断が完了し、動作状況が正常であることが確認された場合には、時刻ｔ３～ｔ４に示すようにアクセルペダルからなどの加減速の指示に応じてトルク指令が発生され、車両が走行できる状態に移行する。なお、時刻ｔ３時点をＲｅａｄｙＯＮ状態と定義してもよい。 When the diagnosis of the operation state of the water pump 104 is completed by time t3 and it is confirmed that the operation state is normal, an acceleration / deceleration instruction such as from the accelerator pedal is given as shown at times t3 to t4. In response, a torque command is generated and the vehicle shifts to a state where it can travel. The time point t3 may be defined as the ReadyON state.
　図７は、図６に示した冷却システムの診断時期の制御について説明するためのフローチャートである。このフローチャートの処理は、車両システムを起動するスタートスイッチがＯＮ状態に設定されると、メインルーチンから呼び出されて実行される。 FIG. 7 is a flowchart for explaining the control of the diagnosis time of the cooling system shown in FIG. The processing of this flowchart is called from the main routine and executed when the start switch for starting the vehicle system is set to the ON state.
　図６、図７を参照して、ステップＳ１０においてバッテリＢからインバータ１４を用いた充放電動作の有無が判断される。充放電動作が無い場合にはステップＳ２０に処理が進み冷却システムの診断が行なわれる。これにより、冷却システム１０４の診断に適したノイズの少ない環境が確保される。ステップＳ１０において充放電動作がある場合、たとえばすぐにアクセルが踏まれた場合などでは、冷却システムの診断は行なわずに次の機会を待つこととし、ステップＳ６０において制御はメインルーチンに戻される。 Referring to FIG. 6 and FIG. 7, in step S10, it is determined whether or not a charge / discharge operation using inverter 14 is performed from battery B. If there is no charge / discharge operation, the process proceeds to step S20, and the cooling system is diagnosed. Thereby, an environment with less noise suitable for the diagnosis of the cooling system 104 is ensured. If there is a charge / discharge operation in step S10, for example, if the accelerator is stepped on immediately, the cooling system is not diagnosed and the next opportunity is waited, and control is returned to the main routine in step S60.
　なお、冷却システムの診断を優先させることとして、冷却システムの診断が終了するまでは、スタートスイッチ後のシフト位置をパーキング位置から移動禁止したり、アクセルペダルの入力を受け付けないようにしたりしても良い。 Prioritizing the diagnosis of the cooling system, the shift position after the start switch is prohibited from moving from the parking position or the input of the accelerator pedal is not accepted until the diagnosis of the cooling system is completed. good.
　ステップＳ２０では、インバータ１４の電力制御素子を短時間発熱させ、その後それが冷却されていく度合に基づいて、流路１１６の流量Ｆｔおよび分岐路Ｂ１～Ｂ３の流量Ｆａ，Ｆｂ，Ｆｃを検出する。検出した流量Ｆａ，Ｆｃ，Ｆｃに基づいて流量のアンバランスが発生しているかどうかを診断することができる。 In step S20, the flow rate Ft of the flow path 116 and the flow rates Fa, Fb, Fc of the branch paths B1 to B3 are detected based on the degree to which the power control element of the inverter 14 is heated for a short time and then cooled. . Based on the detected flow rates Fa, Fc, Fc, it is possible to diagnose whether flow rate imbalance has occurred.
　ステップＳ３０において、冷却システムが正常か否かが判断される。ステップＳ３０による処理は、図４および図５のフローチャートに従って実行される。冷却システムが正常と判断された場合にはステップＳ４０に処理が進み、バッテリＢからのインバータ１４を用いた充放電動作が許可される。これにより車両は走行が可能となる。なお、検出した冷却水量をフィードバックして、ポンプの制御に使用してもよい。一方、ステップＳ３０において冷却システムが正常でないと判断された場合、すなわち、冷却システムの異常が確定された場合には、表示装置や警告ランプなどに警告表示が行われる。 In step S30, it is determined whether or not the cooling system is normal. The process in step S30 is executed according to the flowcharts of FIGS. When it is determined that the cooling system is normal, the process proceeds to step S40, and charging / discharging operation using the inverter 14 from the battery B is permitted. As a result, the vehicle can travel. The detected cooling water amount may be fed back and used for pump control. On the other hand, when it is determined in step S30 that the cooling system is not normal, that is, when an abnormality of the cooling system is determined, a warning is displayed on a display device, a warning lamp, or the like.
　ステップＳ４０またはステップＳ５０の処理が終了すると、ステップＳ６０において制御はメインルーチンに移される。 When the processing of step S40 or step S50 is completed, control is transferred to the main routine in step S60.
　図８は、図７のステップＳ２０の冷却システムの診断時に用いられる流量検出処理を説明するためのフローチャートである。このフローチャートの処理は、メインルーチンである図７のフローチャートの処理から呼び出されて実行される。また、このフローチャートの処理は、流路１１６および分岐路Ｂ１～Ｂ３を対象として並行して実行される。 FIG. 8 is a flowchart for explaining the flow rate detection process used in the diagnosis of the cooling system in step S20 of FIG. The process of this flowchart is called and executed from the process of the flowchart of FIG. 7 which is the main routine. Further, the process of this flowchart is executed in parallel for the flow path 116 and the branch paths B1 to B3.
　図８を参照して、このフローチャートの処理は、車両システム起動または車両システム終了を指示する操作に基づいて開始される。まずステップＳ２１において、制御装置３０は、シフトレンジがＰ（パーキング）レンジに設定されており、かつアクセルペダルが操作されていない（ＯＦＦ状態）という条件が成立するか否かを判断する。この条件が成立しない間は、ステップＳ３７に処理が進み、制御はメインルーチンに移される。なお、ハイブリッド自動車の場合は、バッテリの蓄電量が低下しているときにエンジンを始動させるためにモータのインバータに通電するものがあるので、バッテリの蓄電量が低下していないという条件を追加してもよい。 Referring to FIG. 8, the process of this flowchart is started based on an operation for instructing vehicle system activation or vehicle system termination. First, in step S21, the control device 30 determines whether or not the condition that the shift range is set to the P (parking) range and the accelerator pedal is not operated (OFF state) is satisfied. While this condition is not satisfied, the process proceeds to step S37, and control is transferred to the main routine. In the case of a hybrid vehicle, there is a case where the motor inverter is energized in order to start the engine when the battery storage amount is low, so the condition that the battery storage amount does not decrease is added. May be.
　ステップＳ２１の条件が成立した場合には、ステップＳ２２に処理が進み、その時の水温Ｔｗを値Ｔｗ０として記憶し、また、インバータ素子温度Ｔｉを値Ｔｉ０として記憶する。 If the condition of step S21 is satisfied, the process proceeds to step S22, where the water temperature Tw at that time is stored as the value Tw0, and the inverter element temperature Ti is stored as the value Ti0.
　続いて、ステップＳ２３において、水温－指令トルクマップから、指令トルクを決定する。 Subsequently, in step S23, the command torque is determined from the water temperature-command torque map.
　図９は、図８のステップＳ２３において参照される水温－指令トルクマップの一例を示した図である。図９に示すマップの例では、水温が上昇するほど小さくなるように指令トルクが設定されている。 FIG. 9 is a diagram showing an example of a water temperature-command torque map referred to in step S23 of FIG. In the example of the map shown in FIG. 9, the command torque is set so as to decrease as the water temperature increases.
　再び、図８を参照して、ステップＳ２３に続き、ステップＳ２４において、制御装置３０は、インバータ１４に対して水温に基づいて決定された指令トルクを与える（トルクＯＮ）。ステップＳ２５では、指令トルクを再びゼロにする（トルクＯＦＦ）。以上によってインバータ中の電力制御素子は図３の時刻ｔ１～ｔ２に示すように短時間発熱する。 Referring to FIG. 8 again, following step S23, in step S24, control device 30 gives command torque determined based on the water temperature to inverter 14 (torque ON). In step S25, the command torque is set to zero again (torque OFF). Thus, the power control element in the inverter generates heat for a short time as shown at times t1 to t2 in FIG.
　ステップＳ２５においては、制御装置３０は、指令トルクをゼロに戻すと同時にその時のインバータ中の電力制御素子の温度をピーク温度Ｔｉ１として保存し、その時の時刻をｔ１として保存する。 In step S25, the control device 30 returns the command torque to zero, and simultaneously stores the temperature of the power control element in the inverter at that time as the peak temperature Ti1, and stores the time at that time as t1.
　図１０は、温度の下降レートの計測について説明するための図である。
　図８、図１０を参照して、インバータのトルク指令をＯＮ状態に設定したことに応じて、時刻ｔ０においてインバータの電力制御素子の温度が上昇を開始する。そして、インバータのトルク指令をＯＦＦ状態に設定するまでは、素子温度は上昇し続ける。インバータのトルク指令をＯＦＦ状態に設定したことに対応する時刻ｔ１において素子温度はピーク値Ｔｉ１をとる。このピーク値Ｔｉ１およびその時の時刻ｔ１は、ステップＳ２５の処理時において制御装置３０の内部メモリなどに記録される。 FIG. 10 is a diagram for explaining the measurement of the rate of temperature decrease.
Referring to FIGS. 8 and 10, the temperature of the power control element of the inverter starts to rise at time t <b> 0 in response to the inverter torque command being set to the ON state. The element temperature continues to rise until the inverter torque command is set to the OFF state. At time t1 corresponding to setting the inverter torque command to the OFF state, the element temperature takes the peak value Ti1. This peak value Ti1 and the time t1 at that time are recorded in the internal memory or the like of the control device 30 during the process of step S25.
　続いてステップＳ２６において、ピーク温度Ｔｉ１と現在のインバータ素子温度Ｔｉ０の差分値ΔＴｉ０１を次式（１）に基づいて算出する。
ΔＴｉ０１＝Ｔｉ１－Ｔｉ０　　　　　…（１）
　そして、ステップＳ２７において規定回数ｍが設定され、さらにカウンタの初期化が行われる。カウンタ値ｎに“２”がセットされる。 Subsequently, in step S26, a difference value ΔTi01 between the peak temperature Ti1 and the current inverter element temperature Ti0 is calculated based on the following equation (1).
ΔTi01 = Ti1-Ti0 (1)
In step S27, the specified number m is set, and the counter is further initialized. The counter value n is set to “2”.
　ステップＳ２８からステップＳ３４の処理はカウンタ値ｎに基づいて繰返し行われる。
　まずステップＳ２８では、制御装置３０は、インバータの電力制御素子の温度の下降レートの算出温度を決定する。カウンタ値ｎに対応するインバータの電力制御素子の温度の下降レートを算出するための算出温度の差分をΔＴｉ１ｎとすると次式（２）のようになる。
ΔＴｉ１ｎ＝ΔＴｉ０１＊（ｎ－１）／ｎ　　　…（２）
　たとえば、ｎ＝２のときは、ΔＴｉ１２＝ΔＴｉ０１＊１／２となり、温度差が半分まで低下したときが第１回目の測定となる。またｎ＝３のときは、温度差が１／３まで低下したときとなる。 The processing from step S28 to step S34 is repeated based on the counter value n.
First, in step S28, control device 30 determines a calculated temperature for the rate of temperature decrease of the power control element of the inverter. When the difference of the calculated temperature for calculating the rate of temperature decrease of the power control element of the inverter corresponding to the counter value n is ΔTi1n, the following equation (2) is obtained.
ΔTi1n = ΔTi01 * (n−1) / n (2)
For example, when n = 2, ΔTi12 = ΔTi01 * 1/2, and when the temperature difference is reduced to half, the first measurement is performed. When n = 3, the temperature difference decreases to 1/3.
　続いて、ステップＳ２９では、現在の温度が次式（３）であらわされる温度Ｔｉｎまで下降したか否かが判断される。
Ｔｉｎ＝Ｔｉ１－ΔＴｉ１ｎ　　　…（３）
　ステップＳ２９では、ステップＳ２８において計算された温度の差分ΔＴｉ１２，ΔＴｉ１３，ΔＴｉ１４がピーク値Ｔｉ１から低下したときに、それぞれ時刻ｔ２，ｔ３，ｔ４が計測される。時刻ｔ２、ｔ３は、たとえば温度の差分がΔＴｉ０１のそれぞれ１／２，１／３となる時刻とすることができる。また図８のフローチャートには示されていないが、図１０の時刻ｔ４のように、初期温度Ｔｉ０より少し高い温度（たとえば＋２℃）となる時刻を測定点とすることもできる。 Subsequently, in step S29, it is determined whether or not the current temperature has dropped to a temperature Tin represented by the following equation (3).
Tin = Ti1-ΔTi1n (3)
In step S29, times t2, t3, and t4 are measured when the temperature differences ΔTi12, ΔTi13, and ΔTi14 calculated in step S28 decrease from the peak value Ti1, respectively. For example, the times t2 and t3 can be times when the temperature difference becomes 1/2 and 1/3 of ΔTi01, respectively. Although not shown in the flowchart of FIG. 8, a time when the temperature is slightly higher than the initial temperature Ti0 (for example, + 2 ° C.) can be set as a measurement point, as at time t4 in FIG.
　計測された時刻ｔｎと保存されている時刻ｔ１とに基づいて、ステップＳ３０で時刻ｔ１からの時間差Δｔ１ｎが算出される。図１０に示されるように、温度の差分ΔＴｉ１２，ΔＴｉ１３，ΔＴｉ１４にそれぞれ対応する時間差Δｔ１２，Δｔ１３，Δｔ１４が算出される。算出された値は制御装置３０の内部メモリなどに記録される。 Based on the measured time tn and the stored time t1, a time difference Δt1n from time t1 is calculated in step S30. As shown in FIG. 10, time differences Δt12, Δt13, Δt14 corresponding to the temperature differences ΔTi12, ΔTi13, ΔTi14, respectively, are calculated. The calculated value is recorded in an internal memory of the control device 30 or the like.
　続いて、ステップＳ３１において、温度の差分ΔＴｉｎおよび時間差Δｔｉｎと下降レート流量マップから流量を算出する。 Subsequently, in step S31, the flow rate is calculated from the temperature difference ΔTin and time difference Δtin and the descending rate flow rate map.
　図１１は、下降レート流量マップの一例を示す図である。図１１の下降レート流量マップは、車両の冷却系ごとに異なるので、あらかじめ実験的に求めておいた値が使用される。なお、工場出荷や検査直後のウォータポンプ正常時にデータを車両自身が取得してこれを基準値にするようにしてもよい。ステップＳ３１では、求めた流量Ｑｎが保存される。 FIG. 11 is a diagram showing an example of a descending rate flow map. Since the descending rate flow rate map of FIG. 11 is different for each cooling system of the vehicle, a value obtained experimentally in advance is used. Note that the vehicle itself may acquire data when the water pump is normal immediately after factory shipment or inspection, and this may be used as a reference value. In step S31, the obtained flow rate Qn is stored.
　続いて、ステップＳ３２においては、ステップＳ２１の条件が継続されているか否かが再び判断される。この条件は、シフトレンジがＰ（パーキング）レンジに設定されており、かつアクセルペダルが操作されていない（ＯＦＦ状態）という条件である。 Subsequently, in step S32, it is determined again whether or not the condition of step S21 is continued. This condition is a condition that the shift range is set to the P (parking) range and the accelerator pedal is not operated (OFF state).
　この条件が成立しなくなっていた場合には、ステップＳ３５に処理が進み今までの計測結果に基づいて流量を算出する。一方、この条件がまだ成立している場合は、ステップＳ３３に処理が進みさらに検出流量の精度を上げるために計測データの取得が行われる。 If this condition is not satisfied, the process proceeds to step S35, and the flow rate is calculated based on the measurement results so far. On the other hand, if this condition is still satisfied, the process proceeds to step S33, and measurement data is acquired to further increase the accuracy of the detected flow rate.
　ステップＳ３３では、ステップＳ２７において設定したカウンタのカウンタ値ｎを１だけ増加させる。そしてステップＳ２４において、カウンタ値がステップＳ２７で設定しておいた測定回数ｍより小さいか否かが判断される。ｎ＜ｍである場合には、ステップＳ２８からの処理が再び繰返され時間差Δｔ１ｎと温度の差分ΔＴｉｎのデータの組の取得が継続される。 In step S33, the counter value n of the counter set in step S27 is increased by 1. In step S24, it is determined whether or not the counter value is smaller than the number of measurements m set in step S27. When n <m, the processing from step S28 is repeated again, and the acquisition of the data set of the time difference Δt1n and the temperature difference ΔTin is continued.
　ステップＳ３４においてｎがｍに一致し、規定の測定回数ｍ回分の測定が完了していた場合には、ステップＳ３５に処理が進む。 If it is determined in step S34 that n is equal to m and the predetermined number of measurements m has been completed, the process proceeds to step S35.
　ステップＳ３５においては、測定した回数分の流量Ｑｊ（ｊ＝２，…ｍ）の平均値Ｑｏｕｔを算出する。そして、ステップＳ３６において、流路１１６および分岐路Ｂ１～Ｂ３の各々について検出された流量に基づいて、図４および図５のフローチャートによる処理が実行されることにより、冷却システムが正常か否かが判断される。ステップＳ３６に続くステップＳ３７では、制御はメインルーチンである図７のフローチャートに移される。 In step S35, an average value Qout of the flow rate Qj (j = 2,... M) for the measured number of times is calculated. Then, in step S36, based on the flow rate detected for each of the flow path 116 and the branch paths B1 to B3, the process according to the flowcharts of FIGS. 4 and 5 is executed to determine whether or not the cooling system is normal. To be judged. In step S37 following step S36, control is transferred to the flowchart of FIG. 7 which is the main routine.
　本変更例によれば、正確な冷却液媒体の流量を検知することができるため、冷却システムの正確な異常判定が可能となる。より具体的には、インバータ素子温度の下降レートを検出することで、「下降レートと流量」の関係を示すマップから、新たな流量センサを追加することなく、冷却水の水量がわかる。 変 更 According to this modified example, the accurate flow rate of the coolant medium can be detected, so that an accurate abnormality determination of the cooling system can be performed. More specifically, by detecting the descending rate of the inverter element temperature, the amount of cooling water can be determined from a map showing the relationship between the “decreasing rate and the flow rate” without adding a new flow rate sensor.
　また走行開始前または終了後、ハイブリッド自動車であればエンジン停止時かつ停車時にポンプ診断を実施することで、インバータ素子温度上昇を発生させる外乱を除去し、正確な流量検出が可能となる。 In addition, before or after the start of traveling, if the vehicle is a hybrid vehicle, a pump diagnosis is performed when the engine is stopped and when the vehicle is stopped, so that disturbances that cause an increase in the temperature of the inverter element can be removed and accurate flow rate detection can be performed.
　さらに、冷却水温に基づきインバータ指令トルクの大きさを変化させることによって、インバータ素子の破壊を回避しながら熱源としてインバータ素子を上昇させることができる。 Furthermore, by changing the magnitude of the inverter command torque based on the cooling water temperature, the inverter element can be raised as a heat source while avoiding destruction of the inverter element.
　また、下降レートを複数回計測することで、「下降レートと流量」の関係を示すマップから精度よく冷却水流量を算出できる。この場合、規定回数計測する前に走行開始やエンジン始動した場合（ハイブリッド自動車では、エンジン始動にモータのインバータを使用するものがある）でも、その前までに計測した下降レートから冷却水量を算出することができる。 Also, by measuring the descent rate multiple times, the coolant flow rate can be calculated with high accuracy from a map showing the relationship between “descent rate and flow rate”. In this case, the amount of cooling water is calculated from the descent rate measured before that even if the vehicle starts running or the engine starts before measuring the specified number of times (some hybrid vehicles use an inverter for the motor to start the engine). be able to.
　なお、本実施の形態では、冷却システムが搭載された車両の一例として、電気自動車を例示したが、本発明の適用はこのような例に限定されるものではない。すなわち、冷却システムを搭載する車両であれば、本発明は、内燃機関を併用するハイブリッド自動車や燃料電池車にも適用可能である。 In this embodiment, an electric vehicle is illustrated as an example of a vehicle equipped with a cooling system, but the application of the present invention is not limited to such an example. That is, as long as the vehicle is equipped with a cooling system, the present invention is also applicable to a hybrid vehicle and a fuel cell vehicle that use an internal combustion engine together.
　今回開示された実施の形態はすべての点で例示であって制限的なものではないと考えられるべきである。本発明の範囲は上記した説明ではなくて請求の範囲によって示され、請求の範囲と均等の意味および範囲内でのすべての変更が含まれることが意図される。 The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.
　この発明は、冷却システムが搭載された車両に適用することができる。 This invention can be applied to a vehicle equipped with a cooling system.
　１０　電圧センサ、１２　電圧コンバータ、１３　電圧センサ、１４　インバータ、１５　Ｕ相アーム、１６　Ｖ相アーム、１７　Ｗ相アーム、２４　電流センサ、３０　制御装置、１００　車両、１０２　ラジエータ、１０４　ウォーターポンプ、１０６　リザーバータンク、１０８，１１０，１１２　温度センサ、１１１　アクセルセンサ、１１３　シフトポジションセンサ、１１４　回転数センサ、１１６，１２２　流路、１２０　冷却水入口、１２４　冷却水出口、１３１～１３３　流量センサ、４００　パワー素子基板、Ｂ　バッテリ、Ｂ１～Ｂ３　分岐路、Ｃ０，Ｃ１　平滑用コンデンサ、Ｄ１～Ｄ８　ダイオード、Ｌ１　リアクトル、ＭＧ　モータジェネレータ、Ｑ１～Ｑ８　ＩＧＢＴ素子、ＳＭＲＢ，ＳＭＲＧ　システムメインリレー。 10 voltage sensor, 12 voltage converter, 13 voltage sensor, 14 inverter, 15 U phase arm, 16 V phase arm, 17 W phase arm, 24 current sensor, 30 control device, 100 vehicle, 102 radiator, 104 water pump, 106 reservoir Tank, 108, 110, 112 Temperature sensor, 111 Accelerator sensor, 113 Shift position sensor, 114 Rotational speed sensor, 116, 122 Flow path, 120 Cooling water inlet, 124 Cooling water outlet, 131-133 flow sensor, 400 Power element substrate , B battery, B1 to B3 branch path, C0, C1 smoothing capacitor, D1 to D8 diode, L1 reactor, MG motor generator, Q1 to Q8 IGBT element, SMRB, SMRG system In the relay.

Claims (11)

  1. 　発熱源を冷却するための冷却システムであって、
    　前記発熱源を冷却する液媒体を循環させる流路（１１６）と、
    　前記流路（１１６）上に設けられた前記液媒体を循環させるためのポンプ（１０４）とを備え、
    　前記流路（１１６）は、前記発熱源の上流側と下流側との間に前記液媒体の流通方向に対して並列に配設された複数の分岐路（Ｂ１～Ｂ３）を含み、
    　各前記複数の分岐路（Ｂ１～Ｂ３）を流れる前記液媒体の流量のアンバランスを検出することにより、前記冷却システムに発生した異常を検出するための制御装置（３０）をさらに備える、冷却システム。     A cooling system for cooling a heat source,
    A flow path (116) for circulating a liquid medium for cooling the heat source;
    A pump (104) for circulating the liquid medium provided on the flow path (116),
    The flow path (116) includes a plurality of branch paths (B1 to B3) arranged in parallel with the flow direction of the liquid medium between the upstream side and the downstream side of the heat generation source,
    A cooling system further comprising a control device (30) for detecting an abnormality occurring in the cooling system by detecting an imbalance in the flow rate of the liquid medium flowing through each of the plurality of branch paths (B1 to B3). .
  2. 　前記制御装置（３０）は、前記液媒体の流量のアンバランスが検出されたときの前記ポンプ（１０４）の回転数に少なくとも基づいて、前記異常の発生原因を診断する、請求項１に記載の冷却システム。 The said control apparatus (30) diagnoses the cause of generation | occurrence | production of the said abnormality based at least on the rotation speed of the said pump (104) when the imbalance of the flow volume of the said liquid medium is detected. Cooling system.
  3. 　前記ポンプ（１０４）の回転数を検出するための回転数センサ（１１４）をさらに備え、
    　前記制御装置（３０）は、前記液媒体の流量のアンバランスが検出された場合に、前記ポンプ（１０４）を駆動したときの前記回転数センサの検出値が制御目標値よりも上昇するという第１の条件が成立したときには、前記流路（１１６）に空気が混入していると診断する、請求項２に記載の冷却システム。     A rotation speed sensor (114) for detecting the rotation speed of the pump (104);
    The control device (30) is configured such that when an imbalance in the flow rate of the liquid medium is detected, a detection value of the rotation speed sensor when the pump (104) is driven rises above a control target value. The cooling system according to claim 2, wherein when the condition 1 is established, it is diagnosed that air is mixed in the flow path (116).
  4. 　前記液媒体の温度を検出するための温度センサ（１０８）をさらに備え、
    　前記制御装置（３０）は、前記第１の条件が成立しない場合には、前記温度センサ（１０８）の検出値が所定の閾値よりも低いという第２の条件が成立するか否かを判定し、前記第２の条件が成立したときには、前記流路（１１６）が凍結していると診断する、請求項３に記載の冷却システム。     A temperature sensor (108) for detecting the temperature of the liquid medium;
    When the first condition is not satisfied, the control device (30) determines whether or not a second condition that the detected value of the temperature sensor (108) is lower than a predetermined threshold is satisfied. The cooling system according to claim 3, wherein when the second condition is satisfied, the flow path (116) is diagnosed as frozen.
  5. 　前記制御装置（３０）は、前記第２の条件が成立した場合には、前記流路（１１６）の流量が制御範囲内にあるか否かを判定し、前記流路（１１６）の流量が前記制御範囲内にあるという第３の条件が成立したときには、前記複数の分岐路（Ｂ１～Ｂ３）のいずれかが凍結していると診断する、請求項４に記載の冷却システム。 When the second condition is satisfied, the control device (30) determines whether or not the flow rate of the flow path (116) is within a control range, and the flow rate of the flow path (116) The cooling system according to claim 4, wherein when the third condition of being within the control range is satisfied, it is diagnosed that one of the plurality of branch paths (B1 to B3) is frozen.
  6. 　前記制御装置（３０）は、前記第１の条件が成立しない場合に、前記第２の条件が成立しないときには、前記複数の分岐路（Ｂ１～Ｂ３）のいずれかに異物が混入していると診断する、請求項３に記載の冷却システム。 When the first condition is not satisfied and the second condition is not satisfied, the control device (30) determines that foreign matter is mixed in any of the plurality of branch paths (B1 to B3). The cooling system according to claim 3, which is diagnosed.
  7. 　前記制御装置（３０）は、前記複数の分岐路（Ｂ１～Ｂ３）のいずれかに空気または異物が混入していると診断された場合には、前記ポンプ（１０４）の回転数を一時的に増加させる、請求項３または６に記載の冷却システム。 When it is diagnosed that air or foreign matter is mixed in any of the plurality of branch paths (B1 to B3), the control device (30) temporarily sets the rotational speed of the pump (104). The cooling system according to claim 3 or 6, wherein the cooling system is increased.
  8. 　前記制御装置（３０）は、前記複数の分岐路（Ｂ１～Ｂ３）のいずれかが凍結していると診断された場合には、凍結が診断される分岐路に対応する発熱源を発熱量を一時的に増加させる、請求項５に記載の冷却システム。 When it is diagnosed that any of the plurality of branch paths (B1 to B3) is frozen, the control device (30) reduces the heat generation amount of the heat source corresponding to the branch path where the freezing is diagnosed. 6. The cooling system of claim 5, wherein the cooling system is temporarily increased.
  9. 　前記発熱源は、電動機（ＭＧ）および前記電動機（ＭＧ）を駆動するインバータ（１４）を有する駆動装置であり、
    　前記インバータ（１４）中の電力制御素子の温度を検出する素子温度センサをさらに備え、
    　前記制御装置（３０）は、前記インバータ（１４）に対する他の駆動指令が発せられない条件を満たす状況下において、前記インバータ（１４）中の電力制御素子を一時的に発熱させた後前記電力制御素子の発熱を低減させ、前記素子温度センサの検出値の低下度合いに応じて各前記複数の分岐路（Ｂ１～Ｂ３）の流量を推定するとともに、各前記複数の分岐路（Ｂ１～Ｂ３）の流量の推定値に基づいて、前記液媒体の流量のアンバランスを検出する、請求項１に記載の冷却システム。     The heat source is a drive device having an electric motor (MG) and an inverter (14) for driving the electric motor (MG),
    An element temperature sensor for detecting the temperature of the power control element in the inverter (14);
    The control device (30) temporarily generates heat in the power control element in the inverter (14) under a condition where other drive commands are not issued to the inverter (14), and then performs the power control. The heat generation of the element is reduced, the flow rate of each of the plurality of branch paths (B1 to B3) is estimated according to the degree of decrease in the detection value of the element temperature sensor, and the flow of each of the plurality of branch paths (B1 to B3) is estimated. The cooling system according to claim 1, wherein an imbalance in the flow rate of the liquid medium is detected based on an estimated value of the flow rate.
  10. 　前記複数の分岐路（Ｂ１～Ｂ３）は、互いに等しい流量となるように構成される、請求項１に記載の冷却システム。 The cooling system according to claim 1, wherein the plurality of branch paths (B1 to B3) are configured to have an equal flow rate.
  11. 　電動機（ＭＧ）を駆動源として用いる駆動装置と、
    　前記駆動装置を冷却するための冷却システムとを備え、
    　前記冷却システムは、
    　前記駆動装置を冷却する液媒体を循環させる流路（１１６）と、
    　前記流路（１１６）上に設けられた前記液媒体を循環させるためのポンプ（１０４）とを含み、
    　前記流路（１１６）は、前記発熱源の上流側と下流側との間に前記液媒体の流通方向に対して並列に配設され、かつ、互いに等しい流路面積を有するように構成された複数の分岐路（Ｂ１～Ｂ３）を含み、
    　各前記複数の分岐路（Ｂ１～Ｂ３）を流れる前記液媒体の流量のアンバランスを検出することにより、前記冷却システムに発生した異常を検出するための制御装置（３０）をさらに備える、車両。     A drive device using an electric motor (MG) as a drive source;
    A cooling system for cooling the drive device,
    The cooling system includes:
    A flow path (116) for circulating a liquid medium for cooling the driving device;
    A pump (104) for circulating the liquid medium provided on the flow path (116),
    The flow path (116) is arranged in parallel with the flow direction of the liquid medium between the upstream side and the downstream side of the heat generation source, and is configured to have the same flow area. Including multiple branches (B1-B3),
    A vehicle further comprising a control device (30) for detecting an abnormality occurring in the cooling system by detecting an imbalance in the flow rate of the liquid medium flowing through each of the plurality of branch paths (B1 to B3).
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CN103493612A (en) 2014-01-01
US20140027089A1 (en) 2014-01-30

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