JP2010268578A - Control device for step-up/step-down converter, hybrid vehicle mounted with the same, and control method of the step-up/step-down converter - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To avoid the number of revolutions of an electric motor from reaching a band of the number of revolutions corresponding to a resonance frequency of a circuit in a state that a voltage of a high-voltage system is high, and to cope with the delays in detection, communication and control. <P>SOLUTION: When an acceleration opening Acc is smaller than a threshold Aref, the control device of a step-up/step-down converter uses a normal map for setting a voltage which is increased linearly up an input maximum voltage Vset of an inverter from a voltage V1 as a limit voltage Vlim, in a process where the number of revolutions Nm2 of the motor reaches the number of revolutions N2 from the number of revolutions N1, which is larger than a resonance frequency band; and when the acceleration opening Acc is equal to or larger than the threshold Aref, the control device uses an acceleration map for setting the voltage which is increased linearly up to the input maximum voltage Vset from the voltage V1 as the limit voltage Vlim in a process where the number of revolutions Nm2 of the motor reaches the number of revolutions N4, which is slightly smaller than the number of revolutions N2 from the number of revolutions N3, which is slightly smaller than the number of revolutions N1. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for a step-up / step-down converter, a hybrid vehicle equipped with the same, and a control method for the step-up / step-down converter, and more specifically, using a low-voltage system connected with chargeable / dischargeable power storage means and power from an internal combustion engine. Control device for a buck-boost converter mounted on a hybrid vehicle connected to a generator for generating electric power and a high-voltage system connected to an electric motor for inputting and outputting driving power, and a hybrid equipped with such a control device for the buck-boost converter The present invention relates to a control method for a vehicle and a step-up / down converter.

  Conventionally, as a control device for this type of buck-boost converter, when the fluctuation speed of the input side voltage or the output side voltage is a lowering speed equal to or higher than a predetermined speed, the input side power is adjusted to a small pressure and supplied to the output on-board load. Have been proposed (see, for example, Patent Document 1). In this apparatus, such control is intended to appropriately suppress fluctuations in the power supply voltage.

JP 2008-72879 A

  In order to improve the energy efficiency, the step-up / step-down converter preferably increases or decreases the voltage of the high voltage system according to the driving state of the generator or motor connected to the high voltage system. When the generator is connected to the internal combustion engine and the motor is attached to the drive shaft so as to output the driving torque for traveling, the motor torque can be instantaneously reduced, but the generator torque is reduced. Is performed in response to a decrease in the output torque of the internal combustion engine in order to prevent the internal combustion engine from blowing up, so the voltage of the high voltage system must be decreased in accordance with the decrease in the power generation torque. On the other hand, when an offset error occurs in the current sensor of the motor, a periodic load fluctuation occurs according to the rotation of the motor, and depending on the number of rotations of the motor, an RLC circuit composed of a buck-boost converter, a high-voltage smoothing capacitor, etc. Resonance may occur. Since it is necessary to protect the elements constituting the buck-boost converter and the smoothing capacitor against such resonance, it is preferable to boost the voltage of the high voltage system after reaching a rotational speed greater than the rotational speed of the motor corresponding to the resonant frequency of the circuit. . Therefore, when the rotation speed of the electric motor reaches a rotation speed equal to or higher than the rotation speed corresponding to the resonance frequency of the circuit, the high voltage system voltage is boosted, and the high voltage system voltage is decreased according to the decrease in power generation torque. Can be considered. At this time, when the accelerator is turned off immediately after boosting the voltage of the high voltage system, the high voltage system voltage is slowly lowered according to the decrease in the generator torque. There is a possibility that the number of rotations may reach the number of rotations corresponding to the resonance frequency of the circuit. Also, when accelerating due to a large acceleration, the difference between the actual motor speed and the detected motor speed during control increases due to detection delay, communication delay, and control delay, so this difference must be compensated. There is also.

  The control device of the step-up / down converter of the present invention, the hybrid vehicle equipped with the same, and the control method of the step-up / down converter are provided in a state where the rotational speed of the electric motor corresponds to the resonance frequency of the circuit when the voltage of the high voltage system is high. The main objective is to cope with the difference between the actual motor speed and the detected motor speed during control due to detection delay, communication delay, and control delay.

  The control device for the buck-boost converter, the hybrid vehicle equipped with the same, and the control method for the buck-boost converter of the present invention employ the following means in order to achieve the above-mentioned main object.

The control device of the buck-boost converter of the present invention is
A hybrid vehicle connected to a low-voltage system connected to a chargeable / dischargeable power storage means and a high-voltage system connected to a generator that generates power using power from an internal combustion engine and a motor that inputs and outputs driving power A control device for a buck-boost converter for mounting,
An accelerator opening detecting means for detecting the accelerator opening;
Motor rotation number detecting means for detecting a motor rotation number which is the rotation number of the motor;
When the detected accelerator opening is less than a predetermined opening, the rotation speed of the electric motor is set in advance as a rotation speed larger than the rotation speed corresponding to the resonance frequency of the step-up / down converter and / or the high voltage system. A predetermined low voltage is set as the limit voltage of the high voltage system when the rotation speed is less than the predetermined rotation speed, and when the rotation speed of the electric motor is equal to or higher than the first predetermined rotation speed, the predetermined low voltage is set in advance. A normal time map is set as an execution map that sets the high-voltage system limit voltage in such a manner that the larger the number of revolutions of the electric motor is, the larger the number of rotations of the electric motor is, and the detected accelerator opening is equal to or greater than a predetermined opening When the rotational speed of the electric motor is less than the second predetermined rotational speed which is smaller than the first predetermined rotational speed, the predetermined low voltage is set as the limiting voltage of the high voltage system. Acceleration map for setting the limiting voltage of the high voltage system so as to increase as the rotation speed of the motor increases until the maximum voltage is reached when the rotation speed of the motor is equal to or greater than the second predetermined rotation speed Execution map setting means for setting as an execution map;
Limit voltage setting means for setting the limit voltage based on the detected motor rotation speed and the set execution map;
Control for controlling the step-up / down converter so that the voltage of the high voltage system becomes a target voltage obtained by limiting the required voltage required for the high voltage system with the limit voltage when the hybrid vehicle is running Means,
It is a summary to provide.

  In the control device for the buck-boost converter according to the present invention, when the accelerator opening is less than the predetermined opening, the rotation speed of the motor is preset as a rotation speed larger than the rotation speed corresponding to the resonance frequency of the buck-boost converter or the high voltage system. The predetermined low voltage is set as the limiting voltage of the high voltage system when the rotation speed is lower than the first predetermined rotation speed, and the maximum preset at a predetermined low voltage or more when the rotation speed of the motor is equal to or higher than the first predetermined rotation speed. A normal map that sets the high-voltage system limit voltage tends to increase as the motor speed increases until the voltage is reached as an execution map, and the limit is based on the set execution map and the motor speed. The target obtained by setting the voltage and limiting the voltage of the high voltage system using the limit voltage set for the required voltage required for the high voltage system when the hybrid vehicle is running Controlling the buck-boost converter so as to be pressure. In this way, the high voltage limit voltage is set according to the rotation speed of the motor, so the high voltage limit voltage when the rotation speed of the motor reaches the rotation speed range where the buck-boost converter or the high voltage system resonates. Is set to such an extent that it can protect the buck-boost converter and the high-voltage system element, so that the buck-boost converter and the high-voltage system can be It is possible to prevent the high voltage system element from being damaged. On the other hand, when the accelerator opening is greater than or equal to the predetermined opening, the motor is set with a predetermined low voltage as a high voltage limit voltage when the motor rotation speed is less than the second predetermined rotation speed smaller than the first predetermined rotation speed. When the rotation speed of the motor is equal to or higher than the second predetermined rotation speed, an acceleration map that sets the high-voltage system limit voltage is set as an execution map and tends to increase as the rotation speed of the motor increases until reaching the maximum voltage. The limit voltage is set based on the execution map and the rotation speed of the motor, and the high voltage system voltage is set using the limit voltage set for the required voltage required for the high voltage system when the hybrid vehicle is running. The buck-boost converter is controlled so as to obtain a target voltage obtained by limiting. As in the case where the accelerator opening is less than the predetermined opening, the high-voltage system limit voltage is set according to the motor speed, so the motor speed is the speed range where the buck-boost converter and the high-voltage system resonate. By setting the limiting voltage of the high-voltage system at such a level that it can protect the buck-boost converter and high-voltage elements, the motor speed will resonate between the buck-boost converter and the high-voltage system. It is possible to suppress the buck-boost converter and the high-voltage element from being damaged even when the rotational speed range is reached. In addition, since the detected motor speed is equal to or higher than the second predetermined speed smaller than when the accelerator opening is less than the predetermined opening, the high voltage limit voltage is set so as to increase as the motor speed increases. Even if a difference occurs between the rotation speed of the motor at the time of control and the detected rotation speed of the motor due to any of detection delay, communication delay, and control delay, this can be dealt with.

  In such a buck-boost converter control device according to the present invention, the hybrid vehicle has three rotating elements connected to three shafts: a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator. And the normal time map is set according to the degree of decrease in the torque output from the generator when the accelerator is off when the rotational speed of the motor is equal to or higher than the first predetermined rotational speed. Among the degree of reduction in the required voltage of the high-voltage system to be reduced, the maximum voltage is reduced until the maximum voltage is reached so that the degree of reduction in the rotation speed of the motor due to the maximum deceleration of the vehicle is balanced. The map may be a map for setting the limit voltage of the high-voltage system so that it increases as the rotational speed increases. By doing this, the voltage drop of the high voltage system can be made to correspond to the decrease in the torque of the generator, and the degree of decrease in the generator torque is reduced because the response of the internal combustion engine is low. It is possible to more reliably suppress the rotation speed of the motor from reaching the rotation speed range where the buck-boost converter and the high voltage system resonate with the high voltage system voltage generated by the It is possible to suppress slowing of the degree of voltage increase and decrease.

  In the step-up / down converter control device according to the present invention, the second predetermined rotation speed is controlled by any of detection delay, communication delay, and control delay when the accelerator opening is equal to or greater than the predetermined opening. The rotation speed map is smaller than the first predetermined rotation speed by a preset difference rotation speed as a difference between the rotation speed of the motor and the detected motor rotation speed, and the acceleration time map is the normal time map. In contrast, the maps may differ by the difference rotational speed. In this way, it is possible to prevent the limit voltage of the high voltage system from being increased more than necessary when dealing with detection delay, communication delay, control delay, and the like.

  The hybrid vehicle according to the present invention includes a control device for the buck-boost converter according to the present invention according to any one of the above-described embodiments, that is, basically a power source from an internal combustion engine and a low-voltage system to which charge / discharge power storage means is connected. A control device for a buck-boost converter for a hybrid vehicle connected to a high-voltage system to which a generator for generating electric power and a motor for inputting / outputting driving power are connected, and detects an accelerator opening An accelerator opening degree detecting means, an electric motor speed detecting means for detecting an electric motor rotating speed which is the rotating speed of the electric motor, and when the detected accelerator opening degree is less than a predetermined opening degree, the rotational speed of the electric motor When a rotational speed greater than the rotational speed corresponding to the resonance frequency of the converter and / or the high-voltage system is less than a first predetermined rotational speed, a predetermined low voltage is applied to the high-voltage system. It is set as a limit voltage, and when the rotation speed of the motor is equal to or higher than the first predetermined rotation speed, the higher the rotation speed of the electric motor, the higher the rotation speed of the motor until the maximum voltage set in advance is equal to or higher than the predetermined low voltage. A normal time map for setting the high-voltage system limit voltage is set as an execution map, and when the detected accelerator opening is greater than or equal to a predetermined opening, the rotational speed of the motor is smaller than the first predetermined rotational speed. When the rotational speed of the electric motor is equal to or higher than the second predetermined rotational speed, the electric motor is set up to the maximum voltage when the predetermined low voltage is set as the limiting voltage of the high voltage system. Execution map setting means for setting, as an execution map, an acceleration map that sets the limit voltage of the high voltage system in a tendency to increase as the number of rotations increases. Limit voltage setting means for setting the limit voltage based on the output motor rotation speed and the set execution map, and the high voltage system voltage are required for the high voltage system when the hybrid vehicle is running. And a control unit for controlling the step-up / step-down converter so as to obtain a target voltage obtained by limiting the required voltage using the limit voltage.

  Since the hybrid vehicle of the present invention is equipped with the control device for the buck-boost converter of the present invention according to any one of the above-described aspects, the effect exerted by the control device of the buck-boost converter of the present invention, for example, the rotational speed of the electric motor is increased or decreased. Even if the pressure converter or high-voltage system reaches the resonating speed range, it is possible to prevent the buck-boost converter or high-voltage system element from being damaged, and any of detection delay, communication delay, and control delay Thus, even if there is a discrepancy between the rotational speed of the electric motor and the detected rotational speed of the motor at the time of control, it is possible to achieve the same effect as the effect of dealing with this.

The control method of the buck-boost converter of the present invention is as follows:
A hybrid vehicle connected to a low-voltage system connected to a chargeable / dischargeable power storage means and a high-voltage system connected to a generator that generates power using power from an internal combustion engine and a motor that inputs and outputs driving power A method for controlling an on-board buck-boost converter,
When the accelerator opening is less than a predetermined opening, a first predetermined rotation speed that is set in advance as a rotation speed that is greater than the rotation speed corresponding to the resonant frequency of the step-up / down converter and / or the high-voltage system when the motor is open. When it is less than the predetermined low voltage is set as the limiting voltage of the high voltage system, and when the rotational speed of the electric motor is equal to or higher than the first predetermined rotational speed, the preset maximum voltage is reached at the predetermined low voltage or higher. The limit voltage is set on the basis of the normal time map for setting the limit voltage of the high voltage system and the rotation speed of the motor so that the larger the rotation speed of the motor is, the accelerator opening is a predetermined opening In the above case, when the rotation speed of the electric motor is less than the second predetermined rotation speed smaller than the first predetermined rotation speed, the predetermined low voltage is used as the limiting voltage of the high voltage system. Acceleration map for setting the high-voltage system limit voltage in such a manner that when the rotation speed of the motor is equal to or higher than the second predetermined rotation speed, the higher the rotation speed of the motor is, the larger the rotation speed is. And setting the limit voltage based on the rotation speed of the electric motor,
Controlling the step-up / down converter so that the voltage of the high voltage system becomes a target voltage obtained by limiting the required voltage required for the high voltage system with the limit voltage when the hybrid vehicle is running.
It is characterized by that.

  In the control method of the buck-boost converter according to the present invention, when the accelerator opening is less than the predetermined opening, the rotation speed of the motor is preset as a rotation speed larger than the rotation speed corresponding to the resonance frequency of the buck-boost converter or the high voltage system. The predetermined low voltage is set as the limiting voltage of the high voltage system when the rotation speed is lower than the first predetermined rotation speed, and the maximum preset at a predetermined low voltage or more when the rotation speed of the motor is equal to or higher than the first predetermined rotation speed. The limit voltage is set based on the normal time map that sets the limit voltage of the high-voltage system and the motor speed so that the higher the motor speed is, the higher the motor speed is. The step-up / step-down converter is controlled so as to obtain a target voltage obtained by limiting using a limiting voltage set with respect to a required voltage required for the high voltage system when the vehicle is traveling. In this way, the high voltage limit voltage is set according to the rotation speed of the motor, so the high voltage limit voltage when the rotation speed of the motor reaches the rotation speed range where the buck-boost converter or the high voltage system resonates. Is set to such an extent that it can protect the buck-boost converter and the high-voltage system element, so that the buck-boost converter and the high-voltage system can be It is possible to prevent the high voltage system element from being damaged. On the other hand, when the accelerator opening is greater than or equal to the predetermined opening, the motor is set with a predetermined low voltage as a high voltage limit voltage when the motor rotation speed is less than the second predetermined rotation speed smaller than the first predetermined rotation speed. When the rotation speed of the motor is equal to or higher than the second predetermined rotation speed, the higher the rotation speed of the motor, the higher the rotation speed of the motor. A step-up / down converter is set so that a limit voltage is set and the high-voltage system voltage becomes a target voltage obtained by limiting using the limit voltage set for the required voltage required for the high-voltage system when the hybrid vehicle is running. To control. As in the case where the accelerator opening is less than the predetermined opening, the high-voltage system limit voltage is set according to the motor speed, so the motor speed is the speed range where the buck-boost converter and the high-voltage system resonate. By setting the limiting voltage of the high-voltage system at such a level that it can protect the buck-boost converter and high-voltage elements, the motor speed will resonate between the buck-boost converter and the high-voltage system. It is possible to suppress the buck-boost converter and the high-voltage element from being damaged even when the rotational speed range is reached. In addition, since the detected motor speed is equal to or higher than the second predetermined speed smaller than when the accelerator opening is less than the predetermined opening, the high voltage limit voltage is set so as to increase as the motor speed increases. Even if a difference occurs between the rotation speed of the motor at the time of control and the detected rotation speed of the motor due to any of detection delay, communication delay, and control delay, this can be dealt with.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a block diagram which shows the outline of a structure of the electric drive system containing motor MG1, MG2. 5 is a flowchart showing an example of a voltage control routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of a normal time map and an acceleration time map. It is explanatory drawing which shows an example of the time change of the rotation speed Nm2 of the motor MG2, and the limiting voltage Vlim. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a block diagram showing the schematic configuration of a hybrid vehicle 20 equipped with a control device for a buck-boost converter according to an embodiment of the present invention. FIG. 2 is a schematic configuration of an electric drive system including motors MG1 and MG2. FIG. As shown in FIG. 1, the hybrid vehicle 20 according to the embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30 via a reduction gear 35, and a direct current to an alternating current Inverters 41 and 42 that can be converted to and supplied to motors MG1 and MG2, the step-up / down converter 55 that can convert the voltage of the power from battery 50 and supply it to inverters 41 and 42, and battery 50 and the step-up / down converter 55, a system main relay 56 interposed in the vehicle, and a hybrid electronic control unit 70 for controlling the entire vehicle. Provided.

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

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

  As shown in FIG. 2, each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor including a rotor having a permanent magnet attached to the outer surface and a stator wound with a three-phase coil. Power is exchanged with battery 50 via inverters 41 and 42 and step-up / down converter 55. In the embodiment, motors MG1 and MG2 and inverters 41 and 42 having rated maximum input voltage Vset (for example, 650 V) are used. The inverters 41 and 42 are composed of six transistors T11 to T16 and T21 to 26 and six diodes D11 to D16 and D21 to D26 connected in parallel to the transistors T11 to T16 and T21 to T26 in the reverse direction. Yes. Two transistors T11 to T16 and T21 to T26 are arranged in pairs so that each of the inverters 41 and 42 becomes a source side and a sink side with respect to the positive electrode bus 54a and the negative electrode bus 54b shared by the power line 54. Each of the three-phase coils (U-phase, V-phase, W-phase) of the motors MG1, MG2 is connected to each connection point between the paired transistors. Therefore, a rotating magnetic field is formed in the three-phase coil by controlling the ratio of the on-time of the transistors T11 to T16 and T21 to T26 that make a pair while a voltage is acting between the positive electrode bus 54a and the negative electrode bus 54b. The motors MG1, MG2 can be driven to rotate. Since the inverters 41 and 42 share the positive bus 54a and the negative bus 54b, the electric power generated by either the motor MG1 or MG2 can be supplied to another motor. A smoothing capacitor 57 is connected to the positive electrode bus 54a and the negative electrode bus 54b. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 is input, and the motor ECU 40 outputs switching control signals to the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  As shown in FIG. 2, the step-up / down converter 55 is a general step-up / step-down converter including two transistors T31, T32, two diodes D31, D32 connected in parallel to the transistors T31, T32 and a reactor L. It is configured. The two transistors T31 and T32 are connected to the positive bus 54a and the negative bus 54b of the inverters 41 and 42, respectively, and the reactor L is connected to the connection point. Further, the positive terminal and the negative terminal of the battery 50 are connected to the reactor L and the negative bus 54 b via the system main relay 56, respectively. Therefore, by turning on / off the transistors T31 and T32, the voltage of the DC power of the battery 50 is boosted and supplied to the inverters 41 and 42, or the DC voltage acting on the positive bus 54a and the negative bus 54b is lowered. The battery 50 can be charged. A smoothing capacitor 58 is connected to the reactor L and the negative electrode bus 54b. Hereinafter, the power line 54 side from the buck-boost converter 55 is referred to as a high voltage system, and the battery 50 side from the buck-boost converter 55 is referred to as a low voltage system.

  The battery 50 is configured as a lithium ion secondary battery with a rated voltage of 200 V, for example, and is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage Vb from the voltage sensor 51a installed between the terminals of the battery 50, and an electric power line connected to the output terminal of the battery 50. The charging / discharging current Ib from the received current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data on the state of the battery 50 is electronically controlled by communication as necessary. Output to unit 70. Further, the battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charging / discharging current Ib detected by the current sensor 51b in order to manage the battery 50, and sets the input / output limits Win and Wout of the battery 50. It is.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes a temperature Tup (for example, the temperature of the reactor L) of the step-up / down converter 55 from the temperature sensor 55a and a voltage of the capacitor 57 from the voltage sensor 57a (hereinafter referred to as a high voltage system voltage VH). ), The voltage of the capacitor 58 from the voltage sensor 58a, the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the accelerator pedal that detects the depression amount of the accelerator pedal 83 The accelerator opening Acc from the position sensor 84, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port.From the hybrid electronic control unit 70, switching control signals to the transistors T31 and T32 of the step-up / down converter 55, a drive signal to the system main relay 56, and the like are output via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the engine 22, the motor MG1, the motor MG2, and the step-up / down converter 55 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Since there is no difference in the control, both are hereinafter referred to as the engine operation mode. As the control of the step-up / down converter 55, a required voltage Vhreq required for the high voltage system is set according to the driving state of the motors MG1 and MG2, and the high voltage system voltage VH is set to the target voltage Vh * based on the required voltage Vhreq. Thus, switching control of the transistors T31 and T32 of the step-up / down converter 55 is performed.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when adjusting the voltage VH of the high voltage system will be described. FIG. 3 is a flowchart showing an example of a voltage control routine executed by the hybrid electronic control unit 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the voltage control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86, and the rotational speed of the motor MG2. A process of inputting data necessary for voltage control such as Nm2, required voltage Vhreq required for the high voltage system is executed (step S100). Here, the rotational speed Nm2 of the motor MG2 is calculated based on a signal from the rotational position detection sensor 44 and is input from the motor ECU 40 by communication. The required voltage Vhreq is determined based on the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 set by a drive control routine (not shown) and the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2. The input is made by reading a voltage set as a voltage suitable for control by Tm1 * and Tm2 * and stored in a predetermined area of the RAM.

Subsequently, it is determined whether or not the accelerator opening Acc is equal to or greater than the threshold value Aref and the brake pedal position BP is off (value 0) (step S110), and the accelerator opening Acc is less than the threshold value Aref or the brake pedal. When the position BP is not OFF, the normal time map is set as an execution map used when setting the high voltage system limit voltage Vlim (step S120), the accelerator opening Acc is greater than or equal to the threshold value Aref, and the brake pedal position BP is When it is off, the acceleration map is set as an execution map (step S130), and the high voltage system limit voltage Vlim is set based on the set execution map and the rotation speed Nm2 of the motor MG2 (step S140). Here, the threshold value Aref is set as an accelerator opening Acc at which a relatively large acceleration can be obtained. For example, 70% or 80% can be used. An example of the normal time map and the acceleration time map is shown in FIG. In the normal time map, the rotation speed Nm2 of the motor MG2 is larger than the rotation speed band (resonance rotation speed band) of the motor MG2 corresponding to the resonance frequency band of the RLC circuit formed by the buck-boost converter 55, the capacitors 57, 58, and the like. When the number N1 is less than or equal to the number N1, the voltage V1 is set as the limit voltage Vlim, and linearly from the voltage V1 to the input maximum voltage Vset as the rated value of the inverters 41 and 42 until the rotational speed Nm2 of the motor MG2 reaches from the rotational speed N1 to the rotational speed N2. The increasing voltage is set as the limit voltage Vlim, and the maximum input voltage Vset of the inverters 41 and 42 is set as the limit voltage Vlim when the rotation speed Nm2 of the motor MG2 is equal to or higher than the rotation speed N2. The gradient of the limit voltage Vlim when the rotational speed Nm2 of the motor MG2 is between the rotational speed N1 and the rotational speed N2 is the response of the engine 22 when the accelerator pedal 83 that has been greatly depressed is turned off and the brake pedal 85 is largely depressed. Is set so that the degree of reduction of the high-voltage system voltage VH corresponding to the degree to which the power generation torque of the motor MG1 can be reduced is commensurate with the degree of deceleration of the rotational speed Nm2 of the motor MG2. For example, the voltage V1 is 570V, the input maximum voltage Vset is 650V, the degree of decrease in the voltage of the high voltage system corresponding to the maximum degree of reducing the power generation torque of the motor MG1 is 1V / 8 msec, and the maximum reduction of the vehicle If the speed is 12.8 m / s ² and the conversion factor for converting the vehicle speed to the rotational speed Nm2 of the motor MG2 is kv, it is necessary to change the voltage of the high voltage system from the input maximum voltage Vset to the voltage V1. The rotational speed change amount ΔNm2 of the motor MG2 is calculated by the following equation (1). Here, when the conversion coefficient kv is 300, the rotational speed change amount ΔNm2 is about 2500 rpm. In this case, if the rotation speed band (resonance rotation speed band) of the motor MG2 corresponding to the resonance frequency band of the RLC circuit formed by the buck-boost converter 55, the capacitors 57, 58, etc. is 2000 rpm to 2400 rpm, the rotation It is possible to use 2500 rpm as the number N1 and 5000 rpm as the rotation number N2. In this way, when the accelerator pedal 83 that has been largely depressed is turned off and the brake pedal 85 is largely depressed, the rotational speed Nm2 of the motor MG2 is set despite the high voltage VH being high. Can be prevented from entering the rotation speed band (resonance rotation speed band) of the motor MG2 corresponding to the resonance frequency band of the RLC circuit formed by the buck-boost converter 55, the capacitors 57, 58, and the like. On the other hand, in the acceleration map, when the rotational speed Nm2 of the motor MG2 is slightly smaller than the rotational speed N3, the voltage V1 is set as the limit voltage Vlim, and the rotational speed Nm2 of the motor MG2 is changed from the rotational speed N3 to the rotational speed N2. A voltage that linearly increases from the voltage V1 to the input maximum voltage Vset as the rated value of the inverters 41 and 42 until a slightly smaller rotational speed N4 is set as the limit voltage Vlim, and when the rotational speed Nm2 of the motor MG2 is equal to or higher than the rotational speed N4 The maximum input voltage Vset of the inverters 41 and 42 is set as the limit voltage Vlim. In the acceleration time map, the limit voltage Vlim is set to be higher than the normal speed map for the same motor MG2 rotation speed Nm2. The rotation position detection when calculating the rotation speed Nm2 of the motor MG2 is performed. This is to compensate for a difference between the actual rotational speed of the motor MG2 and the detected rotational speed of the motor MG2 at the time of control due to detection delay, communication delay, control delay, and the like by the sensor 44. For this reason, in the embodiment, the rotational speed corresponding to the difference between the actual rotational speed of the motor MG2 and the detected rotational speed of the motor MG2 at the time of control due to detection delay, communication delay, control delay, etc. is determined by experiments, etc. The number of rotations smaller than the number of rotations N1 by that number of rotations was used as the number of rotations N3. When 2500 rpm is used as the rotation speed N1 and 5000 rpm is used as the rotation speed N2, for example, 2250 rpm can be used as the rotation speed N3 and 4750 rpm can be used as the rotation speed N4.

  ΔNm2 = (650-580) / (1/8) × 12.8 × kv (1)

  FIG. 5 shows an example of changes over time in the rotational speed Nm2 and the limit voltage Vlim of the motor MG2 when the accelerator opening Acc is equal to or greater than the threshold value Aref and the brake pedal position BP is accelerated and then decelerated. It is explanatory drawing shown. In the figure, the solid line at the rotational speed Nm2 of the motor MG2 indicates the detected rotational speed for control, and the alternate long and short dash line indicates the actual rotational speed of the motor MG2. As shown in the figure, the detected and calculated rotation speed Nm2 of the motor MG2 follows the actual rotation speed with a delay. As can be seen from the figure, the voltage V1 is set to the limit voltage Vlim until the rotation speed Nm2 of the motor MG2 reaches the rotation speed N3, and then the voltage V1 until the rotation speed Nm2 of the motor MG2 reaches the rotation speed N4. Is set to the limit voltage Vlim as the rated value of the inverters 41 and 42, and the maximum input voltage Vset is held as the limit voltage Vlim when the rotation speed Nm2 of the motor MG2 exceeds the rotation speed N4. Is done. When the vehicle decelerates and the rotational speed Nm2 of the motor MG2 reaches the rotational speed N2, the voltage that linearly decreases from the maximum input voltage Vset to the voltage V1 is set as the limit voltage Vlim until the rotational speed Nm2 of the motor MG2 reaches the rotational speed N1. When the rotation speed Nm2 of the motor MG2 becomes less than the rotation speed N1, the voltage V1 is held as the limit voltage Vlim. Thus, the power performance of the motor MG2 can be exhibited by rapidly increasing the limit voltage Vlim during a large acceleration.

  When the limit voltage Vlim is set in this way, a voltage obtained by limiting the input requested voltage Vhreq by the limit voltage Vlim, that is, the smaller one of the requested voltage Vhreq and the limit voltage Vlim is set to the target voltage Vh * of the high voltage system. (Step S150), the transistors T31 and T32 of the buck-boost converter 55 are controlled to be switched so that the high voltage system voltage VH becomes the target voltage Vh * (step S160), and this routine is finished.

  According to the control device for the buck-boost converter according to the embodiment described above, when the accelerator opening degree Acc is less than the threshold value Aref or the brake pedal position BP is not OFF, the rotational speed Nm2 of the motor MG2 is set to the buck-boost converter 55 or the capacitor 57. , 58, etc., the voltage V1 is set to the limit voltage Vlim when the rotation speed is less than the rotation speed N1 larger than the rotation speed band (resonance rotation speed band) of the motor MG2 corresponding to the resonance frequency band of the RLC circuit formed by the rotation of the motor MG2. When the number Nm2 is equal to or higher than the rotational speed N1 and equal to or lower than the rotational speed N2, the voltage linearly increased from the voltage V1 to the input maximum voltage Vset of the inverters 41 and 42 is set as the limit voltage Vlim, and the rotational speed Nm2 of the motor MG2 is set to the rotational speed N2. At the above time, the input maximum voltage Vset of the inverters 41 and 42 is set to the limit voltage Vl. By setting the limit voltage Vlim using the normal time map set to m and controlling the voltage VH of the high voltage system so as to be the target voltage Vh * obtained by limiting the required voltage Vhreq with the set limit voltage Vlim When the accelerator pedal 83 that has been greatly depressed is turned off and the brake pedal 85 is largely depressed, the rotational speed Nm2 of the motor MG2 is increased or decreased even though the voltage VH of the high voltage system is still high. It is possible to prevent the motor MG2 from reaching the rotation speed band (resonance rotation speed band) corresponding to the resonance frequency band of the RLC circuit formed by the pressure converter 55, the capacitors 57, 58, and the like. In addition, when the engine pedal MG2 is depressed and the brake pedal 85 is largely depressed, the gradient of the limit voltage Vlim when the rotation speed Nm2 of the motor MG2 is between the rotation speed N1 and the rotation speed N2 is greatly depressed. By setting so that the degree of decrease in the voltage VH of the high voltage system corresponding to the degree to which the power generation torque of the motor MG1 can be reduced in consideration of the responsiveness is balanced with the degree of deceleration of the rotational speed Nm2 of the motor MG2. The drop in the high voltage system limit voltage Vlim can be made to correspond to the decrease in the torque of the motor MG1, and the rise and fall of the limit voltage Vlim in the high voltage system is prevented from being delayed more than necessary. be able to.

  Further, according to the control device for the buck-boost converter of the embodiment, when the accelerator opening Acc is equal to or greater than the threshold value Aref and the brake pedal position BP is off, the rotational speed Nm2 of the motor MG2 is greater than the rotational speed N1. The voltage V1 is set as the limit voltage Vlim when the rotational speed is slightly smaller than N3, and the rating of the inverters 41 and 42 from the voltage V1 until the rotational speed Nm2 of the motor MG2 reaches the rotational speed N4 slightly smaller than the rotational speed N2 A voltage that linearly increases up to the input maximum voltage Vset as a value is set as the limit voltage Vlim, and when the rotation speed Nm2 of the motor MG2 is equal to or higher than the rotation speed N4, the input maximum voltage Vset of the inverters 41 and 42 is set as the limit voltage Vlim. The limit voltage Vlim is set using the map, and the set limit voltage Vli By controlling the voltage VH of the high voltage system so that it becomes the target voltage Vh * obtained by limiting the required voltage Vhreq by the above, the actual rotational speed of the motor MG2 caused by detection delay, communication delay, control delay, etc. is detected. The deviation from the rotational speed of the motor MG2 can be compensated. As a result, the power performance of the motor MG2 can be exhibited even during large acceleration.

  In the control device for the buck-boost converter according to the embodiment, as a normal time map, the accelerator pedal 83 that has stepped on the gradient of the limit voltage Vlim when the rotational speed Nm2 of the motor MG2 is between the rotational speed N1 and the rotational speed N2 is accelerator-off. In addition, when the brake pedal 85 is largely depressed, the degree of decrease in the voltage VH of the high voltage system corresponding to the extent that the power generation torque of the motor MG1 can be reduced in consideration of the response of the engine 22 is the rotation of the motor MG2. An accelerator pedal 83 that is set so as to match the degree of deceleration of several Nm2 is used, but the gradient of the limit voltage Vlim between the rotational speed Nm2 and the rotational speed N2 of the motor MG2 is greatly depressed. Considering the responsiveness of the engine 22 when the brake pedal 85 is greatly depressed and the brake pedal 85 is depressed greatly It may be as slightly larger or as slightly less than the degree of reduction of the voltage VH of the high voltage system corresponding to a degree capable of reducing the power generation torque of over motor MG1.

  In the control device for the buck-boost converter according to the embodiment, the actual rotational speed of the motor MG2 and the detected motor MG2 at the time of control due to detection delay, communication delay, control delay, etc. as the rotational speed N3 and rotational speed N4 in the acceleration map. The number of revolutions corresponding to the deviation from the number of revolutions is determined by experiments and the like, and the number of revolutions smaller than the number of revolutions N1 and N2 is used. However, only the number of revolutions set regardless of the experiment is used. It is possible to use a smaller number of revolutions than the number of revolutions N1 and N2.

  In the control device for the buck-boost converter according to the embodiment, when the accelerator opening degree Acc is less than the threshold value Aref or the brake pedal position BP is not OFF, the normal time map is set as an execution map, and the accelerator opening degree Acc is equal to or greater than the threshold value Aref. When the brake pedal position BP is off, the acceleration map is set as the execution map. However, regardless of the brake pedal position BP, when the accelerator opening Acc is less than the threshold value Aref, the normal time map is set. It may be set as an execution map, and when the accelerator opening Acc is equal to or greater than the threshold value Aref, the acceleration time map may be set as the execution map.

  In the hybrid vehicle 20 equipped with the control device for the buck-boost converter of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35, but the motor MG2 is directly attached to the ring gear shaft 32a. Alternatively, instead of the reduction gear 35, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a two-speed shift, a three-speed shift, or a four-speed shift.

  In the control device for the buck-boost converter according to the embodiment, the engine 22, a three-shaft power distribution integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and a power distribution integration mechanism 30 A motor MG1 capable of generating electricity connected to the motor, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30 via a reduction gear 35, and a direct current converted into an alternating current. Mounted on hybrid vehicle 20 including inverters 41 and 42 that can be supplied to motors MG1 and MG2, and a step-up / down converter 55 that can convert the voltage of electric power from battery 50 and supply it to inverters 41 and 42 However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 6, the power of the motor MG2 is supplied to the ring gear shaft 32. May be mounted on a hybrid vehicle 120 connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 5) different from an axle to which the wheel is connected (an axle to which the drive wheels 63a and 63b are connected). 7, an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b, 8 and may be mounted on a hybrid vehicle 220 including a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power. As illustrated in the hybrid vehicle 320, a transmission 330 is connected to a drive shaft connected to the drive wheels 63a and 63b. The motor MG is attached, and the engine 22 is connected to the rotation shaft of the motor MG via the clutch 329. The power from the engine 22 is output to the drive shaft via the rotation shaft of the motor MG and the transmission 330. It may be mounted on a hybrid vehicle 320 that outputs the power from the motor MG to the drive shaft via the transmission 330, or from the engine 22 as illustrated in the hybrid vehicle 420 of the modified example of FIG. Is output to the axle connected to the drive wheels 63a and 63b via the transmission 430 and the power from the motor MG is different from the axle to which the drive wheels 63a and 63b are connected (the wheels 64a and 64 in FIG. 8). It is good also as what is mounted in the hybrid vehicle 420 which outputs to the axle connected to 64b. In other words, it may be mounted on any hybrid vehicle having a generator connected to an engine with low response and an electric motor for traveling.

  The embodiment has been described as a control device for a buck-boost converter mounted on a hybrid vehicle, but may be a hybrid vehicle mounted with a control device for a buck-boost converter. Moreover, it is good also as a form of the control method of a buck-boost converter.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the accelerator pedal position sensor 84 corresponds to “accelerator opening degree detection means”, and the motor ECU 40 calculates the rotational speed Nm2 of the motor MG2 based on the rotational position detection sensor 44 and a signal from the rotational position detection sensor 44. Corresponds to the “motor rotational speed detection means”, and when the accelerator opening Acc is less than the threshold value Aref or the brake pedal position BP is not OFF, the rotational speed Nm2 of the motor MG2 is set to the step-up / down converter 55, the capacitors 57, 58, etc. The voltage V1 is set as the limit voltage Vlim when the rotation speed N1 is less than the rotation speed band (resonance rotation speed band) of the motor MG2 corresponding to the resonance frequency band of the RLC circuit formed by the above, and the rotation speed Nm2 of the motor MG2 is From the rotation speed N1 to the rotation speed N2, the inverter 41, 4 from the voltage V1 Is set as the limit voltage Vlim, and when the rotation speed Nm2 of the motor MG2 is equal to or higher than the rotation speed N2, the input maximum voltage Vset of the inverters 41 and 42 is set as the limit voltage Vlim. When the normal time map is set as an execution map, and the accelerator opening Acc is equal to or greater than the threshold value Aref and the brake pedal position BP is OFF, the rotational speed Nm2 of the motor MG2 is smaller than the rotational speed N3 that is slightly smaller than the rotational speed N1. Sometimes the voltage V1 is set as the limit voltage Vlim, and from the voltage V1 to the maximum input voltage Vset as the rated value of the inverters 41 and 42 until the rotational speed Nm2 of the motor MG2 reaches the rotational speed N4 slightly smaller than the rotational speed N2 A linearly increasing voltage is set as the limit voltage Vlim. When the rotational speed Nm2 of the motor MG2 is equal to or higher than the rotational speed N4, the acceleration time map for setting the maximum input voltage Vset of the inverters 41 and 42 as the limit voltage Vlim is set as an execution map. The hybrid electronic control unit 70 that executes the process of S130 corresponds to the “execution map setting means”, and sets the limit voltage Vlim based on the rotation speed Nm2 of the motor MG2 and the execution map, as shown in FIG. The hybrid electronic control unit 70 that executes the process of step S140 corresponds to “limit voltage setting means”, and the high voltage system is set so that the target voltage Vh * obtained by limiting the required voltage Vhreq by the set limit voltage Vlim is obtained. Steps S150 and S16 of the voltage control routine of FIG. 3 for controlling the voltage VH of The hybrid electronic control unit 70 that executes the process of 0 corresponds to “control means”.

  Here, the “accelerator opening degree detecting means” is not limited to the accelerator pedal position sensor 84, and any means that detects the accelerator opening degree may be used. The “motor rotational speed detection means” is not limited to the rotational position detection sensor 44 and the motor ECU 40 that calculates the rotational speed Nm2 of the motor MG2 based on a signal from the rotational position detection sensor 44. Any device can be used as long as it can detect the rotational speed. As the “execution map setting means”, when the accelerator opening Acc is less than the threshold value Aref or the brake pedal position BP is not OFF, the rotation speed Nm2 of the motor MG2 is formed by the step-up / down converter 55, the capacitors 57, 58, and the like. The voltage V1 is set as the limit voltage Vlim when the rotational speed N1 is less than the rotational speed band (resonant rotational speed band) of the motor MG2 corresponding to the resonance frequency band of the RLC circuit, and the rotational speed Nm2 of the motor MG2 is set to the rotational speed N1. A voltage that linearly increases from the voltage V1 to the input maximum voltage Vset as the rated value of the inverters 41 and 42 from the rotation speed N2 to the rotation speed N2 is set as the limit voltage Vlim. When the rotation speed Nm2 of the motor MG2 is equal to or higher than the rotation speed N2, , 42 is set as the limit voltage Vlim When the accelerator opening degree Acc is greater than or equal to the threshold value Aref and the brake pedal position BP is off, the rotational speed Nm2 of the motor MG2 is less than the rotational speed N3 that is slightly smaller than the rotational speed N1. In this case, the voltage V1 is set as the limit voltage Vlim, and the input maximum voltage Vset as the rated value of the inverters 41 and 42 from the voltage V1 until the rotational speed Nm2 of the motor MG2 reaches the rotational speed N4 slightly smaller than the rotational speed N3. A linearly increasing voltage is set as the limit voltage Vlim, and when the rotation speed Nm2 of the motor MG2 is equal to or higher than the rotation speed N4, an acceleration map that sets the input maximum voltage Vset of the inverters 41 and 42 as the limit voltage Vlim is used as an execution map. The brake pedal is not limited to the one to be set. Regardless of the position BP, when the accelerator opening Acc is less than the threshold Aref, the normal time map is set as an execution map, and when the accelerator opening Acc is greater than or equal to the threshold Aref, the acceleration time map is set as the execution map. For example, when the accelerator opening is less than the predetermined opening, the rotation speed of the motor is set to a first predetermined rotation speed that is set in advance as a rotation speed that is higher than the rotation speed corresponding to the resonance frequency of the buck-boost converter and / or the high voltage system. If it is less than the predetermined low voltage is set as the high voltage system limit voltage, and when the motor speed is equal to or higher than the first predetermined speed, the motor rotation is continued until the predetermined maximum voltage is reached at a predetermined low voltage or higher. The normal map that sets the high voltage system limit voltage tends to increase as the number increases. When the motor opening is greater than or equal to the predetermined opening, when the motor rotation speed is less than the second predetermined rotation speed smaller than the first predetermined rotation speed, a predetermined low voltage is set as the limiting voltage of the high voltage system and the motor rotation If the acceleration map that sets the limit voltage of the high-voltage system is set as an execution map in such a way that the number of rotations of the electric motor increases until the maximum voltage is reached when the number is equal to or greater than the second predetermined rotation number It doesn't matter what. The “limit voltage setting means” is not limited to the one that sets the limit voltage Vlim based on the rotation speed Nm2 of the motor MG2 and the execution map, and the detected motor rotation speed and the execution map are not limited. Any voltage can be used as long as the limit voltage is set based on this. The “control means” is not limited to one that controls the high voltage system voltage VH so as to be the target voltage Vh * obtained by limiting the required voltage Vhreq with the set limit voltage Vlim. As long as the step-up / step-down converter is controlled so that the voltage becomes the target voltage obtained by restricting the required voltage required for the high-voltage system with the limit voltage when the hybrid vehicle is running, I do not care.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention is applicable to a buck-boost converter control device, a hybrid vehicle manufacturing industry, and the like.

  20, 120, 220, 320, 420 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery Electronic control unit (battery ECU), 54 power line, 54a positive bus, 54b negative bus, 55 buck-boost converter, 55a temperature sensor, 56 system main relay, 57, 58 capacitor, 57a 58a Voltage sensor, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position Sensor 83 accelerator pedal 84 accelerator pedal position sensor 85 brake pedal 86 brake pedal position sensor 88 speed sensor 230 rotor motor 232 inner rotor 234 outer rotor 329 clutch 330 430 transmission MG MG1, MG2 motor, D11-D16, D21-D26, D31, D32 diode, T11-T16, T21-T26, T31, T32 transistor, L rear Torr.

Claims (5)

A hybrid vehicle connected to a low-voltage system connected to a chargeable / dischargeable power storage means and a high-voltage system connected to a generator that generates power using power from an internal combustion engine and a motor that inputs and outputs driving power A control device for a buck-boost converter for mounting,
An accelerator opening detecting means for detecting the accelerator opening;
Motor rotation number detecting means for detecting a motor rotation number which is the rotation number of the motor;
When the detected accelerator opening is less than a predetermined opening, the rotation speed of the electric motor is set in advance as a rotation speed larger than the rotation speed corresponding to the resonance frequency of the step-up / down converter and / or the high voltage system. A predetermined low voltage is set as the limit voltage of the high voltage system when the rotation speed is less than the predetermined rotation speed, and when the rotation speed of the electric motor is equal to or higher than the first predetermined rotation speed, the predetermined low voltage is set in advance. A normal time map is set as an execution map that sets the high-voltage system limit voltage in such a manner that the larger the number of revolutions of the electric motor is, the larger the number of rotations of the electric motor is, and the detected accelerator opening is equal to or greater than a predetermined opening When the rotational speed of the electric motor is less than the second predetermined rotational speed which is smaller than the first predetermined rotational speed, the predetermined low voltage is set as the limiting voltage of the high voltage system. Acceleration map for setting the limiting voltage of the high voltage system so as to increase as the rotation speed of the motor increases until the maximum voltage is reached when the rotation speed of the motor is equal to or greater than the second predetermined rotation speed Execution map setting means for setting as an execution map;
Limit voltage setting means for setting the limit voltage based on the detected motor rotation speed and the set execution map;
Control for controlling the step-up / down converter so that the voltage of the high voltage system becomes a target voltage obtained by limiting the required voltage required for the high voltage system with the limit voltage when the hybrid vehicle is running Means,
A control device for a buck-boost converter. A control device for a buck-boost converter according to claim 1,
The hybrid vehicle has a planetary gear mechanism in which three rotating elements are connected to three axes of a driving shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator;
The normal time map is a request for the high voltage system that decreases according to the degree of decrease in torque output from the generator when the accelerator is turned off when the rotation speed of the electric motor is equal to or higher than the first predetermined rotation speed. Of the degree of voltage drop, the maximum reduction level is balanced with the maximum reduction rate of the motor due to the maximum deceleration of the vehicle. It is a map for setting the limit voltage of the high voltage system,
Control device for buck-boost converter. A control device for a buck-boost converter according to claim 1 or 2,
The second predetermined number of rotations is the number of rotations of the motor and the detected number of rotations of the motor at the time of control due to detection delay, communication delay, or control delay when the accelerator opening is greater than or equal to the predetermined opening. A rotational speed smaller than the first predetermined rotational speed by a differential rotational speed set in advance as a difference from the number,
The acceleration map is a map that is different from the normal map by the differential rotational speed,
Control device for buck-boost converter.   A hybrid vehicle equipped with the control device for the buck-boost converter according to any one of claims 1 to 3. A hybrid vehicle connected to a low-voltage system connected to a chargeable / dischargeable power storage means and a high-voltage system connected to a generator that generates power using power from an internal combustion engine and a motor that inputs and outputs driving power A method for controlling an on-board buck-boost converter,
When the accelerator opening is less than a predetermined opening, a first predetermined rotation speed that is set in advance as a rotation speed that is greater than the rotation speed corresponding to the resonant frequency of the step-up / down converter and / or the high-voltage system when the motor is open. When it is less than the predetermined low voltage is set as the limiting voltage of the high voltage system, and when the rotational speed of the electric motor is equal to or higher than the first predetermined rotational speed, the preset maximum voltage is reached at the predetermined low voltage or higher. The limit voltage is set on the basis of the normal time map for setting the limit voltage of the high voltage system and the rotation speed of the motor so that the larger the rotation speed of the motor is, the accelerator opening is a predetermined opening In the above case, when the rotation speed of the electric motor is less than the second predetermined rotation speed smaller than the first predetermined rotation speed, the predetermined low voltage is used as the limiting voltage of the high voltage system. Acceleration map for setting the high-voltage system limit voltage in such a manner that when the rotation speed of the motor is equal to or higher than the second predetermined rotation speed, the higher the rotation speed of the motor is, the larger the rotation speed is. And setting the limit voltage based on the rotation speed of the electric motor,
Controlling the step-up / down converter so that the voltage of the high voltage system becomes a target voltage obtained by limiting the required voltage required for the high voltage system with the limit voltage when the hybrid vehicle is running.
A control method of a step-up / down converter characterized by the above.

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