Management System

Abstract

To more appropriately issue a notification for urging replacement of a power control unit.SOLUTION: A management system is used for managing a power control unit that includes a drive part for driving a motor and a control device for controlling the drive part and is incorporated in a vehicle. In the unit, in a case where cumulative heat stress being cumulative heat stress of the drive part exceeds a heat stress threshold, or in a case where a cumulative On-time relative value being a cumulative of On-time period relative value that is related to an On-time period of an ignition switch of the vehicle exceeds a time threshold, a notification is issued for urging replacement of the power control unit.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present disclosure relates to a management system. [Background technology]

[0002] Conventionally, a technique of this type has been proposed in which a temperature cycle consisting of rises and falls in the temperature of a power semiconductor element mounted on a semiconductor device is detected, and the lifespan of the power semiconductor element is diagnosed based on a temperature difference corresponding to the range of change in the temperature rise and fall for each temperature cycle (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-77373 Summary of the Invention [Problem to be solved by the invention]

[0004] In a vehicle equipped with a power control unit having a semiconductor device that drives a motor and a control device that controls the semiconductor device, if the ignition switch is left on for a long period of time, the temperature difference (thermal stress) between each temperature cycle of the semiconductor device is low and the degree of deterioration is unlikely to progress, but power may continue to be supplied to the control device for a long period of time, which may cause the degree of deterioration of the control device to progress.For this reason, the above-mentioned method of diagnosing the lifespan of a power semiconductor element based on the temperature difference between each temperature cycle of the power semiconductor element may not be able to properly notify the user to replace the power control unit.

[0005] The management system of the present disclosure has a primary object to more appropriately issue a notification to encourage replacement of a power control unit. [Means for solving the problem]

[0006] The management system of the present disclosure employs the following measures to achieve the above-mentioned main objective.

[0007] The first management system of the present disclosure is a management system used to manage a power control unit mounted on a vehicle and having a drive unit that drives a motor and a control device that controls the drive unit, and has the gist of issuing an alert to prompt replacement of the power control unit when cumulative thermal stress, which is the accumulation of thermal stress on the drive unit, exceeds a thermal stress threshold, or when cumulative on-time related value, which is the accumulation of on-time related values ​​related to the on-time of the vehicle's ignition switch, exceeds a time threshold.

[0008] In the first management system of the present disclosure, when the cumulative thermal stress of the drive unit exceeds a thermal stress threshold, or when the cumulative on-time related value, which is the cumulative on-time related value related to the on-time of the vehicle's ignition switch, exceeds a time threshold, a notification is issued to encourage replacement of the power control unit. This makes it possible to more appropriately issue a notification to encourage replacement of the power control unit compared to a case in which the cumulative on-time related value is not taken into consideration.

[0009] The second management system of the present disclosure is a management system used to manage a power control unit that has a drive unit that drives a motor and a control device that controls the drive unit and is installed in a vehicle, and its gist is that it issues an alert to encourage replacement of the power control unit during a regular inspection on the same day, immediately before, or immediately after a predicted exceedance date on which the cumulative thermal stress, which is the accumulation of thermal stress in the drive unit, will exceed a thermal stress threshold, or the cumulative on-time related value, which is the accumulation of on-time related values ​​related to the on-time of the vehicle's ignition switch, will exceed a time threshold.

[0010] In the second management system of the present disclosure, a notification is issued to encourage replacement of the power control unit during a periodic inspection on the same day, immediately before, or immediately after the predicted overrun date when the cumulative thermal stress, which is the cumulative thermal stress of the drive unit, exceeds a thermal stress threshold, or when the cumulative on-time related value, which is the cumulative on-time related value related to the on-time of the vehicle's ignition switch, exceeds a time threshold. This makes it possible to obtain a more accurate overrun date than when the cumulative on-time related value is not taken into account. As a result, a notification encouraging replacement of the power control unit can be issued more appropriately.

[0011] In the second management system of the present disclosure, if the predicted exceedance date is between the next regular inspection date and the next following regular inspection date, a notification may be made to prompt the user to replace the power control unit at the next regular inspection or the next following regular inspection, and if the predicted exceedance date is after the next following regular inspection date, a notification may not be made to prompt the user to replace the power control unit.

[0012] In the second management system of the present disclosure, an order for a replacement power control unit may be placed in time for a regular inspection on the same day as, immediately before, or immediately after the predicted overrun date, or a notification may be issued to prompt the order. This makes it possible to more reliably replace the power control unit during a regular inspection on the same day as, immediately before, or immediately after the predicted overrun date.

[0013] In the first or second management system of the present disclosure, the on-time related value may be the on-time or the product of the on-time and a correction coefficient, and the correction coefficient may be set based on either an outside air temperature, a temperature of the power control unit, or a temperature of the control device. [Brief explanation of the drawings]

[0014] [Figure 1]1 is a schematic configuration diagram of an electric vehicle 20 and a cloud server 80 to which a management system of a first embodiment is applied. [Figure 2] 4 is a flowchart showing an example of a processing routine according to the first embodiment. [Figure 3] 10 is a flowchart showing an example of a processing routine according to a second embodiment. [Figure 4] 10 is an explanatory diagram showing an example of how predicted excess dates Pexsc and Pex are set, and an example of the relationship between the predicted excess date Pex and the dates of each regular inspection of the electric vehicle 20. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0015] Next, embodiments of the present disclosure will be described using examples. [Example]

[0016] 1 is a schematic configuration diagram of an electric vehicle 20 and a cloud server 80 to which a management system of a first embodiment is applied. As shown in the figure, the electric vehicle 20 includes a driving motor 32, a main battery 34, an auxiliary battery 36, a power control unit (hereinafter referred to as "PCU") 40 having a motor electronic control unit (hereinafter referred to as "motor ECU") 48, and a main electronic control unit (hereinafter referred to as "main ECU") 50. The main ECU 50 is capable of communicating with a cloud server 80. The management system is a system used to manage the PCU 40, and in the first embodiment, corresponds to the motor ECU 48, the main ECU 50, and the cloud server 80.

[0017] The motor 32 is configured as a three-phase AC motor having a rotor and a stator. The rotor of the motor 32 is connected to a drive shaft 26 that is coupled to the drive wheels 22a, 22b via a differential gear 24. The main battery 34 is configured as a lithium-ion secondary battery or a nickel-metal hydride secondary battery with a rated voltage of several hundred volts and is connected to a power line 35. The auxiliary battery 36 is configured as a lead-acid battery with a rated voltage of 12 V or the like and is connected to a power line 37.

[0018] In addition to motor ECU 48, PCU 40 includes inverter 42, boost converter 44, and DC / DC converter 46. Inverter 42 drives motor 32 by switching a plurality of switching elements, and is connected to power line 43. Boost converter 44 is connected to power line 35 and power line 43, and by switching a plurality of switching elements, boosts the power of power line 35 and supplies it to power line 43, or drops the power of power line 43 and supplies it to power line 35. DC / DC converter 46 is connected to power line 35 and power line 37, and by switching a plurality of switching elements, drops the power of power line 35 and supplies it to power line 37.

[0019] The motor ECU 48 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. The motor ECU 48 receives inputs such as a rotational position θm from a rotational position sensor that detects the rotational position of the rotor of the motor 32, a temperature Ti from a temperature sensor 42a that detects the temperature of the inverter 42, a temperature Tsc from a temperature sensor 44a that detects the temperature of the boost converter 44, and a temperature Tdc from a temperature sensor 46a that detects the temperature of the DC / DC converter 46. The motor ECU 48 outputs control signals to, for example, the inverter 42, the boost converter 44, and the DC / DC converter 46. The motor ECU 48 communicates with the main ECU 50.

[0020] The main ECU 50 includes a microcomputer similar to the motor ECU 48. The main ECU 50 receives inputs such as an ignition signal from an ignition switch 60, a shift position from a shift position sensor that detects the operating position of a shift lever, an accelerator opening from an accelerator position sensor that detects the amount of depression of an accelerator pedal, a brake depression amount from a brake position sensor that detects the amount of depression of a brake pedal, and a vehicle speed from a vehicle speed sensor. The main ECU 50 communicates with the motor ECU 48 and also with a cloud server 80. The cloud server 80 is configured to be able to communicate with each vehicle, such as the electric vehicle 20.

[0021] As described above, in the first embodiment, the management system corresponds to the motor ECU 48, the main ECU 50, and the cloud server 80. In the management system of the first embodiment, the motor ECU 48 transmits temperatures Ti, Tsc, and Tdc of the inverter 42, the boost converter 44, and the DC / DC converter 46 to the main ECU 50. Upon receiving the temperatures Ti, Tsc, and Tdc, the main ECU 50 estimates thermal stresses Si, Ssc, and Sdc of the inverter 42, the boost converter 44, and the DC / DC converter 46 based on the received temperatures Ti, Tsc, and Tdc, and transmits the estimated thermal stresses Si to the cloud server 80. Specifically, the main ECU 50 detects a maximum value when the temperature Ti of the inverter 42 switches from increasing to decreasing and a minimum value when the temperature Ti switches from decreasing to increasing, and estimates the thermal stress Si of the inverter 42 so that the larger the temperature difference ΔTi between the maximum value and the minimum value immediately preceding it, or between the minimum value and the maximum value immediately preceding it, the larger the temperature difference ΔTi. Similarly, the main ECU 50 estimates the thermal stress Ssc of the boost converter 44 and the DC / DC converter 46 so that the greater the temperature difference ΔTsc, ΔTdc between the maximum and minimum values ​​of the temperatures Tsc, Tdc of the boost converter 44 and the DC / DC converter 46, the greater the thermal stress Ssc. When the cloud server 80 receives the thermal stresses Si, Ssc, Sdc of the inverter 42, the boost converter 44, and the DC / DC converter 46, the cloud server 80 adds the received thermal stresses Si, Sdc, Sdc to the previous values ​​of the cumulative thermal stresses Ai, Asc, Adc of the inverter 42, the boost converter 46, and the DC / DC converter 46, thereby updating the cumulative thermal stresses Ai, Asc, Adc.

[0022] Furthermore, in the management system of the first embodiment, when the ignition switch 60 is turned off (when a trip ends), the main ECU 50 detects the on-time Ton of the ignition switch 60 during that trip and transmits it to the cloud server 80. Upon receiving the on-time Ton, the cloud server 80 adds the received on-time Ton to the previous value of the accumulated on-time Aon, thereby updating the accumulated on-time Aon.

[0023] Furthermore, in the management system of the first embodiment, when the main ECU 50 detects that the PCU 40 has been installed in the vehicle for the first time or has been replaced, the main ECU 50 transmits installation information to the cloud server 80. Upon receiving the installation information, the cloud server 80 resets the cumulative thermal stresses Ai, Asc, and Adc and the cumulative on-time Aon of the inverter 42, the boost converter 44, and the DC / DC converter 46 to a value of 0. Therefore, the cumulative thermal stresses Ai, Asc, and Adc and the cumulative on-time Aon of the inverter 42, the boost converter 44, and the DC / DC converter 46 mean the cumulative values ​​of the thermal stresses Si, Ssc, and Sdc and the on-time Ton of the inverter 42, the boost converter 44, and the DC / DC converter 46 since the PCU 40 was installed in the vehicle for the first time or replaced.

[0024] Next, the operation of the management system of the first embodiment, particularly the management of the PCU 40, will be described. Figure 2 is a flowchart showing an example of a processing routine executed by the cloud server 80. This routine is executed periodically (for example, every day, every few days, or every week). In the following explanation, we will explain a case where the electric vehicle 20 is a commercial truck, taxi, or the like, and is subjected to regular inspections (legal inspections) every three months.

[0025] 2 is executed, the cloud server 80 first inputs the cumulative thermal stresses Ai, Asc, and Adc of the inverter 42, the boost converter 44, and the DC / DC converter 46, and the cumulative on-time Aon (step S100). Next, it determines whether the cumulative thermal stress Ai of the inverter 42 is greater than a threshold value Airef (step S110), whether the cumulative thermal stress Asc of the boost converter 44 is greater than a threshold value Ascref (step S120), whether the cumulative thermal stress Adc of the DC / DC converter 46 is greater than a threshold value Adcref (step S130), and whether the cumulative on-time Aon is greater than a threshold value Aonref (step S140).

[0026] Here, the thresholds Airef, Ascref, Adcref, and Aonref are thresholds used to determine whether the deterioration of the inverter 42, the boost converter 44, the DC / DC converter 46, and the motor ECU 48 has progressed to a certain extent and exceeded an allowable range. When the ignition switch 60 is left on for a long period of time, power continues to be supplied to the motor ECU 48 for a long period of time, which may cause deterioration of the motor ECU 48, for example, a capacitor attached to a circuit board of the motor ECU 48. Step S140 is a process that takes this into consideration.

[0027] If the cumulative thermal stress Ai of the inverter 42 is equal to or less than the threshold value Airef in step S110, the cumulative thermal stress Asc of the boost converter 44 is equal to or less than the threshold value Ascref in step S120, the cumulative thermal stress Adc of the DC / DC converter 46 is equal to or less than the threshold value Adcref in step S130, and the cumulative on-time Aon is equal to or less than the threshold value Aonref in step S140, the cloud server 80 determines that the degree of deterioration of the inverter 42, the boost converter 44, the DC / DC converter 46, and the motor ECU 48 is all within an allowable range. In this case, the cloud server 80 ends this routine without issuing a replacement notification, which will be described later.

[0028] When the cumulative thermal stress Ai of the inverter 42 is greater than the threshold Airef in step S110, when the cumulative thermal stress Asc of the boost converter 44 is greater than the threshold Ascref in step S120, when the cumulative thermal stress Adc of the DC / DC converter 46 is greater than the threshold Adcref in step S130, or when the cumulative on-time Aon is greater than the threshold Aonref in step S140, the cloud server 80 determines that the degree of deterioration of at least one of the inverter 42, the boost converter 44, the DC / DC converter 46, and the motor ECU 48 has exceeded the allowable range. In this case, the cloud server 80 issues a replacement notification to the inspection company scheduled to perform the vehicle's regular inspection to urge them to replace the PCU 40 (step S150), and then ends this routine. This allows the inspection company to replace the PCU 40 at the next regular inspection of the electric vehicle 20.

[0029] For example, consider a case where the electric vehicle 20 is a commercial truck used in shifts for most of the day. In this case, the ignition switch 60 may be left on for a long period of time, such as when the vehicle is parked and cargo is loaded or unloaded. In this case, the thermal stresses Si, Ssc, and Sdc of the inverter 42, boost converter 44, and DC / DC converter 46 are low, and degradation of these components is unlikely to progress. However, power continues to be supplied to the motor ECU 48 for a long period of time, which may accelerate degradation of the motor ECU 48, such as the capacitors mounted on the circuit board of the motor ECU 48. Therefore, by using the cumulative on-time Aon in addition to the cumulative thermal stresses Ai, Asc, and Adc of the inverter 42, boost converter 44, and DC / DC converter 46 to determine whether to issue a replacement notification, the system can more appropriately determine whether to issue a replacement notification than if the cumulative on-time Aon is not used. As a result, the system can more appropriately issue a replacement notification.

[0030] In the management system of the first embodiment described above, the cloud server 80 that communicates with the electric vehicle 20 issues a replacement notification to the inspection company when the cumulative thermal stress Ai of the inverter 42 is greater than the threshold Airef, when the cumulative thermal stress Asc of the boost converter 44 is greater than the threshold Ascref, when the cumulative thermal stress Adc of the DC / DC converter 46 is greater than the threshold Adcref, or when the cumulative on-time Aon is greater than the threshold Aonref. This makes it possible to more appropriately determine whether or not to issue a replacement notification compared to when the cumulative on-time Aon is not used. As a result, the replacement notification can be issued more appropriately.

[0031] In the management system of the first embodiment, the cloud server 80 calculates the cumulative thermal stresses Ai, Asc, and Adc and cumulative on-time Aon of the inverter 42, boost converter 44, and DC / DC converter 46, determines whether to issue a replacement notification, and issues the replacement notification to an inspection company. However, the main ECU 50 or the motor ECU 48 may perform at least some of these functions. Furthermore, the cloud server 80 or the like may issue a replacement notification to the vehicle user (occupant) or owner instead of or in addition to the inspection company. In this case, when the vehicle is brought to an inspection company, the inspection company can replace the PCU 40, regardless of whether the vehicle is undergoing regular inspection.

[0032] In the management system of the first embodiment, the cumulative thermal stresses Ai, Asc, and Adc of the inverter 42, the boost converter 44, and the DC / DC converter 46 are used to determine whether or not to issue a replacement notification. However, instead, only some of the cumulative thermal stresses Ai, Asc, and Adc may be used. When using only one of the cumulative thermal stresses Ai, Asc, and Adc, it is preferable to use the cumulative thermal stress of the inverter 42, the boost converter 44, or the DC / DC converter 46 that is most thermally severe (the one that is most thermally severe and most likely to deteriorate), for example, the cumulative thermal stress Asc of the boost converter 44. Furthermore, it is also possible to use the cumulative thermal stress of at least some of the multiple elements (such as switching elements and diodes) included in the inverter 42, the boost converter 44, and the DC / DC converter 46. When using the cumulative thermal stress of only one element, it is preferable to use the cumulative thermal stress of the element that is most thermally severe.

[0033] In the management system of the first embodiment, the cumulative on-time Aon, which is the cumulative on-time Ton, is used to determine whether or not to issue a replacement notification. However, instead, the cumulative on-time related value Aonr, which is the cumulative on-time related value Tonr, may be used. The on-time related value Tonr is calculated as the product of the on-time Ton and a correction coefficient kt. The correction coefficient kt may be set based on a representative temperature, such as the outside air temperature (e.g., average outside air temperature), the temperature (e.g., average temperature) of the PCU 40, or the temperature (e.g., average temperature) of the motor ECU 48 during the trip. In this case, the correction coefficient kt is set to be larger as the representative temperature increases. This is because the higher the temperature near the motor ECU 48, the more likely it is that the motor ECU 48 will deteriorate if power is continuously supplied to the motor ECU 48 for a long period of time. [Example]

[0034] Next, an electric vehicle 20 and a cloud server 80 to which a management system of the second embodiment is applied will be described. The electric vehicle 20 and the cloud server 80 of the second embodiment have the same hardware configuration as the electric vehicle 20 and the cloud server 80 of the first embodiment. Therefore, a description of the hardware configuration of the electric vehicle 20 and the cloud server 80 of the second embodiment will be omitted. The management system of the second embodiment corresponds to the motor ECU 48, the main ECU 50, and the cloud server 80, just like the management system of the first embodiment.

[0035] In the management system of the second embodiment, similarly to the management system of the first embodiment, the cloud server 80 calculates the cumulative thermal stresses Ai, Asc, and Adc of the inverter 42, the boost converter 44, and the DC / DC converter 46 based on the thermal stresses Si, Ssc, and Sdc of the inverter 42, the boost converter 44, and the DC / DC converter 46 from the main ECU 50, and calculates the cumulative on-time Aon based on the on-time Ton from the main ECU 50. Furthermore, when the cloud server 80 receives installation information from the main ECU 50, it resets the cumulative thermal stresses Ai, Asc, and Adc of the inverter 42, the boost converter 44, and the DC / DC converter 46 and the cumulative on-time Aon to a value of zero.

[0036] Next, the operation of the management system of the second embodiment, particularly the management of the PCU 40, will be described. Figure 3 is a flowchart showing an example of a processing routine executed by the cloud server 80. This routine is executed periodically (for example, every day, every few days, or every week). As in the first embodiment, the case will be described where the electric vehicle 20 is a commercial truck, taxi, or the like, and undergoes regular inspection (legal inspection) every three months.

[0037] 3 is executed, the cloud server 80 first inputs the cumulative thermal stresses Ai, Asc, and Adc of the inverter 42, boost converter 44, and DC / DC converter 46, the cumulative on-time Aon, the installation date P0, and the current date Pn (step S200). Here, the installation date P0 is the date on which the installation information was received from the main ECU 50 (the date on which the PCU 40 was first installed in the vehicle or replaced). The current date Pn is the current date (the current execution of this routine).

[0038] Next, the predicted exceedance date Pex is estimated based on the cumulative thermal stresses Ai, Asc, and Adc of the inverter 42, the boost converter 44, and the DC / DC converter 46, the cumulative on-time Aon, the installation date P0, and the current date Pn (step S210), and it is determined whether the estimated predicted exceedance date Pex is between the next regular inspection date and the next regular inspection date after that of the electric vehicle 20, or after the next regular inspection date after that (step S220).

[0039] Here, the predicted excess date Pex is the date on which the degree of deterioration of at least one of the inverter 42, the boost converter 44, the DC / DC converter 46, and the motor ECU 48 is predicted to exceed the allowable range. The predicted excess date Pex is set to the earliest date among the predicted excess date Pexi on which the cumulative thermal stress Ai of the inverter 42 is predicted to exceed the threshold Airef, the predicted excess date Pexsc on which the cumulative thermal stress Asc of the boost converter 44 is predicted to exceed the threshold Ascref, the predicted excess date Pexdc on which the cumulative thermal stress Adc of the DC / DC converter 46 is predicted to exceed the threshold Adcref, and the predicted excess date Pexon on which the cumulative on-time Aon is predicted to exceed the threshold Aonref. The thresholds Airef, Ascref, Adcref, and Aonref have been described above. By estimating the predicted excess date Pex using the cumulative thermal stresses Ai, Asc, Adc of the inverter 42, the boost converter 44, and the DC / DC converter 46, and the cumulative on-time Aon, the predicted excess date Pex can be estimated more appropriately than when the cumulative on-time Aon is not used.

[0040] The predicted exceedance dates Pexi, Pexsc, Pexdc, and Pexon are estimated using the cumulative thermal stresses Ai, Asc, and Adc, the cumulative on-time Aon, the installation date P0, and the current date Pn, respectively. Fig. 4 is an explanatory diagram showing how the predicted exceedance date Pexsc and the predicted exceedance date Pex are set when the predicted exceedance date Pexsc is the earliest date among the predicted exceedance dates Pexi, Pexsc, Pexdc, and Pexon, and showing an example of the relationship between the predicted exceedance date Pex and the dates of each regular inspection of the electric vehicle 20. In the example of Fig. 4, the predicted exceedance date Pexsc is estimated using a straight line based on the cumulative thermal stress Asc (value 0) on the installation date P0 and the cumulative thermal stress Asc (current value) on the current date Pn, and a straight line of the threshold value Ascref, and this predicted exceedance date Pexsc is set as the predicted exceedance date Pex. In the example of FIG. 4, the predicted overrun date Pex falls between the next regular inspection date of the electric vehicle 20 and the date of the next regular inspection date.

[0041] When the cloud server 80 determines in step S220 that the predicted excess date Pex is later than the next regular inspection date for the electric vehicle 20, it terminates this routine without issuing the first replacement notification and the first ordering notification described below.

[0042] When cloud server 80 determines in step S220 that the predicted exceedance date Pex is between the next regular inspection date of electric vehicle 20 and the date of the next regular inspection, it issues a first replacement notification to the inspection company that is scheduled to perform the regular inspection of the vehicle, to encourage them to replace PCU 40 at the next regular inspection, and a first ordering notification to encourage them to order a replacement PCU 40 in time for the next regular inspection (step S230), and ends this routine. This allows the inspection company to order a replacement PCU 40 in time for the next regular inspection of electric vehicle 20, and more reliably replace PCU 40 at the time of the next regular inspection of electric vehicle 20. Note that if the inspection company can secure inventory without ordering a replacement PCU 40, it does not need to order a replacement PCU 40.

[0043] When an electric vehicle 20 is brought in for a regular inspection, and an inspector detects the need to replace the PCU 40 during the regular inspection and orders a replacement PCU 40 because it is not in stock, the inspector must either store the electric vehicle 20 until the replacement PCU 40 arrives (for example, for several weeks) or have the inspector bring the electric vehicle 20 back in after the replacement PCU 40 arrives. In contrast, in the second embodiment, if the predicted overrun date Pex falls between the next regular inspection date for the electric vehicle 20 and the next regular inspection date, the inspector can order the replacement PCU 40 in time for the next regular inspection, thereby more reliably replacing the PCU 40 at the time of the next regular inspection. As a result, it is possible to avoid storing the electric vehicle 20 for a long period of time to replace the PCU 40 or having the inspector bring the electric vehicle 20 back in after the replacement PCU 40 arrives.

[0044] In the management system of the second embodiment described above, the cloud server 80 that communicates with the electric vehicle 20 issues a first replacement notification to the inspection company when the predicted overrun date Pex, based on the cumulative thermal stresses Ai, Asc, and Adc and the cumulative on-time Aon of the inverter 42, boost converter 44, and DC / DC converter 46, falls between the next regular inspection date and the next regular inspection date after that. This allows the predicted overrun date Pex to be estimated more appropriately than when the cumulative on-time Aon is not used. As a result, the first replacement notification can be issued more appropriately. Furthermore, the cloud server 80 issues a first ordering notification to the inspection company along with the first replacement notification. This allows the inspection company to order a replacement PCU 40 in time for the next regular inspection, thereby more reliably replacing the PCU 40 at the time of the next regular inspection of the electric vehicle 20.

[0045] In the management system of the second embodiment, the cloud server 80 calculates the cumulative thermal stresses Ai, Asc, and Adc and the cumulative on-time Aon of the inverter 42, the boost converter 44, and the DC / DC converter 46, estimates the predicted exceedance date Pex based on these, determines whether to issue a first replacement notification and a first ordering notification, and issues the first replacement notification and the first ordering notification to the inspection contractor. However, the main ECU 50 or the motor ECU 48 may perform at least some of these functions. Furthermore, instead of the first replacement notification and the first ordering notification, the cloud server 80 or the like may issue a second replacement notification to the inspection contractor to encourage replacement of the PCU 40 at the next scheduled inspection and a second ordering notification to encourage ordering a replacement PCU 40 in time for the next scheduled inspection. Furthermore, instead of sending the first or second ordering notification to the inspection company, the cloud server 80 or the like may place an order for a replacement PCU 40 so that it will be in time for the next regular inspection or the next regular inspection after that. In addition, the cloud server 80 or the like may not need to send the first or second ordering notification or order a replacement PCU 40.

[0046] In the management system of the second embodiment, the cumulative thermal stresses Ai, Asc, and Adc of the inverter 42, the boost converter 44, and the DC / DC converter 46 are used to estimate the predicted exceedance date Pex. However, instead, only some of the cumulative thermal stresses Ai, Asc, and Adc may be used. When using only one of the cumulative thermal stresses Ai, Asc, and Adc, it is preferable to use the cumulative thermal stress of the inverter 42, the boost converter 44, or the DC / DC converter 46 that is most thermally severe (the one that is most thermally severe and most likely to deteriorate), for example, the cumulative thermal stress Asc of the boost converter 44. Furthermore, it is also possible to use the cumulative thermal stress of at least some of the multiple elements (such as switching elements and diodes) included in the inverter 42, the boost converter 44, and the DC / DC converter 46. When using the cumulative thermal stress of only one element, it is preferable to use the cumulative thermal stress of the element that is most thermally severe.

[0047] In the management system of the second embodiment, the cumulative on-time Aon, which is the accumulation of on-time Ton, is used to estimate the predicted exceedance date Pex. However, instead, a cumulative on-time-related value Aonr, which is the accumulation of on-time-related values ​​Tonr, may be used. The on-time-related value Tonr is calculated as the product of the on-time Ton and a correction coefficient kt. The correction coefficient kt may be set based on a representative temperature, such as the outside air temperature (e.g., average outside air temperature) during the trip, the temperature (e.g., average temperature) of the PCU 40, or the temperature (e.g., average temperature) of the motor ECU 48. In this case, the correction coefficient kt is set to be larger as the representative temperature increases. This is because the higher the temperature near the motor ECU 48, the more likely it is that the motor ECU 48 will deteriorate if power is continuously supplied to the motor ECU 48 for a long period of time.

[0048] In the first and second embodiments, the PCU 40 includes the inverter 42, the boost converter 44, the DC / DC converter 46, and the motor ECU 48. However, the boost converter 44 may not be included. Furthermore, the DC / DC converter 46 may be configured separately from the PCU 40.

[0049] In the first and second embodiments, the management system corresponds to the motor ECU 48 and main ECU 50 of the electric vehicle 20 equipped with the motor 32, main battery 34, and PCU 40, and the cloud server 80. However, the management system may also correspond to at least one electronic control unit of a hybrid vehicle equipped with an engine in addition to the motor, main battery, and power control unit, or a fuel cell vehicle equipped with a fuel cell in addition to the motor, main battery, and power control unit, and the cloud server. Also, the management system may correspond to at least one electronic control unit of the vehicle, but not necessarily to the cloud server 80.

[0050] The correspondence between the main elements of the embodiments and the main elements of the invention described in the "Means for Solving the Problems" section will be explained below. In the first and second embodiments, the PCU 40 having the inverter 42, the boost converter 44, the DC / DC converter 46, and the motor ECU 48 corresponds to the "power control unit," and the motor ECU 48, the main ECU 50, and the cloud server 80 correspond to the "management system."

[0051] The above describes the form for implementing the present disclosure using examples, but the present disclosure is not limited to these examples in any way, and it goes without saying that the present disclosure can be implemented in various forms within the scope that does not deviate from the gist of the present disclosure. [Industrial Applicability]

[0052] The present disclosure is applicable to the management system manufacturing industry and the like. [Explanation of symbols]

[0053] 20 Electric vehicle, 32 Motor, 34 Main battery, 36 Auxiliary battery, 40 PCU, 42 Inverter, 42a, 44a, 46a Temperature sensor, 44 Boost converter, 46 DC / DC converter, 48 Motor ECU, 50 Main ECU, 60 Ignition switch, 80 Cloud server.

Claims

1. A management system used to manage a power control unit that is mounted on a vehicle and has a drive unit that drives a motor and a control device that controls the drive unit, calculating a cumulative thermal stress, which is a cumulative sum of thermal stresses of the drive unit, and a cumulative on-time related value, which is a cumulative sum of on-time related values ​​related to on-time of an ignition switch of the vehicle, regardless of whether or not there is an output of the motor; When the cumulative thermal stress exceeds a thermal stress threshold value as an upper limit of an allowable range of a degree of deterioration of the drive unit, or when the cumulative on-time related value exceeds a time threshold value as an upper limit of an allowable range of a degree of deterioration of the control device, a notification is given to prompt replacement of the power control unit. Management system.

2. A management system used to manage a power control unit that is mounted on a vehicle and has a drive unit that drives a motor and a control device that controls the drive unit, calculating a cumulative thermal stress, which is a cumulative sum of thermal stresses of the drive unit, and a cumulative on-time related value, which is a cumulative sum of on-time related values ​​related to on-time of an ignition switch of the vehicle, regardless of whether or not there is an output of the motor; a first predicted exceedance date on which the cumulative thermal stress is predicted to exceed a thermal stress threshold as the upper limit of an allowable range of deterioration of the drive unit, and a second predicted exceedance date on which the cumulative on-time related value is predicted to exceed a time threshold as the upper limit of an allowable range of deterioration of the control device, and a notification is issued to encourage replacement of the power control unit during a regular inspection on the same day, immediately before, or immediately after the first predicted exceedance date, which is the earliest date among the first predicted exceedance date on which the cumulative thermal stress is predicted to exceed a thermal stress threshold as the upper limit of an allowable range of deterioration of the drive unit, and a second predicted exceedance date on which the cumulative on-time related value is predicted to exceed a time threshold as the upper limit of an allowable range of deterioration of the control device, Management system.

3. 3. The management system according to claim 2, If the predicted overrun date is between the next regular inspection date and the next regular inspection date, a notification is made to prompt the user to replace the power control unit at the next regular inspection or the next regular inspection date; If the predicted overrun date is later than the next scheduled inspection date, no notification is made to prompt replacement of the power control unit. Management system.

4. 3. The management system according to claim 2, ordering a replacement power control unit so that it will arrive in time for a regular inspection on the same day as, immediately before, or immediately after the predicted overrun date, or issuing a notification to prompt the order; Management system.

5. 3. The management system according to claim 1, the on-time related value is the on-time or a product of the on-time and a correction coefficient; The correction coefficient is set based on any one of an outside air temperature, a temperature of the power control unit, and a temperature of the control device. Management system.

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