JP2012162113A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control to give a driver the sense of incompatibility by change in the noise accompanying the switching of an inverter for an electric generator.SOLUTION: A first motor has a constitution to rotate without synchronizing with vehicle speed V, and when the product of vehicle speed variation ΔV and rotation speed variation ΔNm1 is larger than a value 0 (S150), the inverter is controlled so that the first motor is driven by a synchronization carrier PWM control system which carries out switching the inverter by the PWM control system that uses the carrier frequency that is changed synchronizing with the rotation speed Nm1 of the first motor (S170). Moreover, when the product of the vehicle speed variation ΔV and the rotation speed variation ΔNm1 is equal to or less the value 0, the inverter is controlled so that the first motor is driven by the fixed carrier PWM control system which carries out switching of the inverter by the PWM control system that uses the carrier frequency fixed beforehand (S160).

Description

  The present invention relates to a hybrid vehicle, and more particularly, to an internal combustion engine, an electric motor capable of inputting and outputting power to a drive shaft connected to an axle, an inverter for an electric motor having a plurality of switching elements and driving the electric motor, and an electric motor The present invention relates to a hybrid vehicle including a secondary battery connected to an electric motor via an inverter.

  Conventionally, as a control device for an inverter for driving a motor provided in this type of hybrid vehicle or electric vehicle, one cycle of a sinusoidal voltage command to be applied to the motor is defined as several cycles of a carrier that is a triangular wave. Thus, a synchronous PWM control method that is a pulse width modulation (PWM) control method using a carrier frequency that is changed in synchronization with the rotational speed of the motor, or an asynchronous control method that uses a carrier that is not synchronized with the rotation of the motor. A method of driving a motor by a PWM control method has been proposed (see, for example, Patent Document 1). In this inverter control device, when the torque generated by the motor is larger than the threshold value, synchronous PWM control is performed, so that the controllability is good even at a relatively small carrier frequency.

JP 2010-57243 A

  When the above-described synchronous PWM control method employed by the inverter control device is employed to control an inverter for a motor that rotates without synchronizing with the vehicle speed, the driver may feel uncomfortable. It is good if the noise accompanying the switching of the inverter changes in a tendency that is normally assumed according to the acceleration or deceleration of the vehicle, but for example, when the frequency of the noise from the inverter becomes low despite the vehicle speed increasing, In some cases, the driver feels uncomfortable.

  A hybrid vehicle of the present invention includes a planetary gear mechanism in which a carrier, a sun gear, and a ring gear are connected to three axes of an output shaft of an internal combustion engine, a rotating shaft of a generator, and a driving shaft, respectively. The main purpose is to suppress the driver from feeling uncomfortable due to the change of noise caused by switching.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An internal combustion engine, an electric motor capable of inputting / outputting power to / from a drive shaft connected to an axle, an inverter for a motor having a plurality of switching elements to drive the electric motor, and the electric motor connected via the inverter for the electric motor In a hybrid vehicle equipped with a secondary battery,
A generator capable of inputting and outputting power;
A generator inverter having a plurality of switching elements and connected to the battery and the generator to drive the generator;
A planetary gear mechanism in which a carrier, a sun gear and a ring gear are respectively connected to three axes of the output shaft of the internal combustion engine, the rotating shaft of the generator and the drive shaft;
A synchronous carrier PWM control system that switches a plurality of switching elements of the inverter for the generator by a pulse width modulation control system that uses a carrier frequency that is changed in synchronization with the rotational speed of the generator, and a carrier frequency that is fixed in advance. The generator is driven by one of a plurality of control methods including a fixed carrier PWM control method for switching a plurality of switching elements of the generator inverter with the pulse width modulation control method used, and the motor inverter Control means for controlling the internal combustion engine, the generator inverter, and the motor inverter so that the electric motor is driven by switching of a plurality of switching elements and travels with a driving force required for travel;
The control means includes a positive value for both a vehicle speed change amount that is a change amount of the vehicle speed per predetermined time and a generator rotational speed change amount that is a change amount of the generator speed per predetermined time. Alternatively, when the synchronous change is a negative value, the generator inverter is controlled so that the generator is driven by the synchronous carrier PWM control method, and when the synchronous change is not, the power generation by the fixed carrier PWM control method is performed. Means for controlling the generator inverter so that the machine is driven,
It is characterized by that.

  In the hybrid vehicle of the present invention, the generator is configured to rotate without synchronizing with the vehicle speed, and the vehicle speed change amount that is the change amount of the vehicle speed per predetermined time and the change amount of the generator rotation number per predetermined time. At the time of a synchronous change in which both the generator rotation speed change amount is a positive value or a negative value, the pulse width modulation control method using the carrier frequency that is changed in synchronization with the generator rotation speed is used for the generator. The generator inverter is controlled so that the generator is driven by a synchronous carrier PWM control system that switches a plurality of switching elements of the inverter. Further, when it is not time of synchronous change, the generator is driven so that the generator is driven by the fixed carrier PWM control system that switches the plurality of switching elements of the inverter for the generator by the pulse width modulation control system using the carrier frequency fixed in advance. Control the inverter. As a result, when one of the vehicle speed and the number of rotations of the generator increases and the other decreases, the carrier frequency of the generator inverter is fixed without being changed. It is possible to suppress the driver from feeling uncomfortable due to the change in the.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of the configuration of inverters 41 and 42; 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the planetary gear 30 when traveling with power output from the engine 22. FIG. 4 is a flowchart showing an example of an inverter control method selection routine executed by a motor ECU 40. It is explanatory drawing which shows an example of a collinear diagram which shows a mode that the rotation speed of the rotation element of the planetary gear 30 changes, when the vehicle speed V rises and the motor MG1 is carrying out rotation rise in the normal rotation area | region. It is explanatory drawing which shows an example of a collinear diagram which shows a mode that the rotation speed of the rotation element of the planetary gear 30 changes, when the vehicle speed V rises and motor MG1 is carrying out rotation reduction in the normal rotation area | region. It is explanatory drawing which shows an example of the collinear diagram which shows a mode that the rotation speed of the rotation element of the planetary gear 30 changes, when the vehicle speed V rises and the motor MG1 rotates and raises in a negative rotation area | region.

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

  FIG. 1 is a block diagram showing an outline of the configuration of a hybrid vehicle 20 as one embodiment of the present invention, and FIG. 2 is a block diagram showing an outline of the configuration of inverters 41 and 42. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 configured as an internal combustion engine using gasoline, light oil, or the like as a fuel, and a signal from a crank position sensor (not shown) attached to a crankshaft 26 of the engine 22. A carrier is connected to an engine electronic control unit (hereinafter referred to as an engine ECU) 24 for operating the engine 22 by inputting signals from various sensors for detecting the state of the engine 22 and a crankshaft 26 as an output shaft of the engine 22. And a planetary gear 30 having a ring gear connected to a drive shaft 32 coupled to the drive wheels 63a and 63b via a differential gear 62, and a motor configured as a synchronous generator motor and having a rotor connected to the sun gear of the planetary gear 30. MG1 and synchronous generator motor A motor MG2 having a rotor connected to the drive shaft 32, inverters 41 and 42 for driving the motors MG1 and MG2, and detecting the rotational position of the rotor of the motors MG1 and MG2, for example. The motors MG1 and MG2 are driven by inputting signals from various sensors for detecting the states of the motors MG1 and MG2 and the inverters 41 and 42, such as signals from the rotational position detection sensor, and switching control of the switching elements of the inverters 41 and 42. A motor electronic control unit (hereinafter referred to as a motor ECU) 40 to be controlled, and a battery 50 configured as a secondary battery such as a lithium ion battery and exchanging electric power with the motors MG1 and MG2 via inverters 41 and 42, Battery electronic control unit for managing the battery 50 ( Provided below, a battery that ECU) 52, and a hybrid electronic control unit 70 that controls the entire vehicle. The engine ECU 24 calculates the rotation speed of the crankshaft 26, that is, the rotation speed Ne of the engine 22 based on a signal from a crank position sensor (not shown), and the motor ECU 40 uses a signal from a rotation position detection sensor (not shown). Based on this, the number of revolutions Nm1 and Nm2 of the motors MG1 and MG2 is calculated, and the battery ECU 52 manages the battery 50 based on the accumulated value of the charge / discharge current detected by a current sensor (not shown). ) And the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, based on the calculated remaining capacity (SOC) and the temperature of the battery 50.

  As shown in FIG. 2, the inverters 41 and 42 include transistors T11 to T16 and T21 to 26 as six switching elements, and six diodes connected in parallel to the transistors T11 to T16 and T21 to T26, respectively. It is comprised by D11-D16, D21-D26. A smoothing capacitor 46 is connected to the positive and negative buses shared by the inverters 41 and 42.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 72. . The hybrid ECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever, and an accelerator opening Acc from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal. The brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via a communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  The hybrid vehicle 20 of the embodiment configured in this manner basically travels by drive control described below, which is executed by the hybrid electronic control unit 70. The hybrid electronic control unit 70 first sets the required torque Tr * required for the drive shaft 32 for traveling according to the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Then, the required torque Tr * is multiplied by the rotational speed of the drive shaft 32 (for example, the rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 or the vehicle speed V by the conversion factor k), and the traveling power Pdrv * required for traveling. Calculate Subsequently, the engine is calculated as the sum of charge / discharge required power Pb * as power necessary for charging / discharging the battery 50 set based on the remaining capacity (SOC) of the battery 50, travel power Pdrv *, and loss Loss. The required power Pe * to be output from the terminal 22 is calculated. Then, the required power Pe * is compared with a start / stop threshold for starting and stopping the engine 22, and when the required power Pe * becomes equal to or greater than the start / stop threshold when the operation of the engine 22 is stopped. When the engine 22 is started and the required power Pe * becomes less than the start / stop threshold when the engine 22 is operating, the operation of the engine 22 is stopped.

  When the operation of the engine 22 is continued or after the engine 22 is started, an operation line (for example, a relationship between the rotational speed and torque of the engine 22 that can output the required power Pe * from the engine 22 efficiently) The target rotational speed and target torque of the engine 22 are set using the fuel efficiency optimum operation line), and the rotational speed Ne of the engine 22 becomes the target rotational speed within the range of the input / output limits Win and Wout of the battery 50. Torque command Tm1 * as a torque to be output from motor MG1 is set by the rotational speed feedback control. Next, the torque obtained by subtracting the torque acting on the drive shaft 32 via the planetary gear 30 when the motor MG1 is driven by the torque command Tm1 * from the required torque Tr * is set as the torque command Tm2 * of the motor MG2. FIG. 3 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the planetary gear 30 when traveling with power output from the engine 22. In the figure, the left S-axis indicates the rotational speed of the sun gear, which is the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier, which is the rotational speed Ne of the engine 22, and the R-axis indicates the rotational speed Nm2 of the motor MG2. Represents the rotation speed Nr of the ring gear 32 (the rotation speed of the drive shaft 32). The two thick arrows on the R axis indicate the torque (−Tm1 / ρ) acting on the drive shaft 32 when the torque Tm1 is output from the motor MG1, and the drive shaft 32 when the torque Tm2 is output from the motor MG2. Torque acting on is shown. As can be seen from this alignment chart, the torque command Tm2 * of the motor MG2 is basically based on the torque (−Tm1) from the required torque Tr * required for the drive shaft 32 by using the torque command Tm1 * of the motor MG1. * / Ρ) is set as a torque obtained by subtracting. The set target rotational speed and target torque of the engine 22 are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The engine ECU 24 that has received the target rotational speed and the target torque executes intake air amount control, fuel injection control, ignition control, and the like of the engine 22 so that the engine 22 is operated by the target rotational speed and the target torque, and the motor MG1. , MG2 torque commands Tm1 * and Tm2 *, the motor ECU 40 receives transistors T11 to T16 and T21 as switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. T26 is subjected to switching control. As a result, the traveling power Pdrv * corresponding to the accelerator opening Acc can be output to the drive shaft 32 to travel with the required torque Tr *.

  On the other hand, when the operation stop of the engine 22 is continued or after the operation of the engine 22 is stopped, the torque command Tm1 * of the motor MG1 is set to a value 0 and within the range of the input / output limits Win and Wout of the battery 50. Then, the required torque Tr * is set to the torque command Tm2 * of the motor MG2, and the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The motor ECU 40 that receives the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 performs switching control of the switching elements of the inverters 41, 42 so that the motors MG1, MG2 are driven by the torque commands Tm1 *, Tm2 *. As a result, the operation of the engine 22 is stopped and the vehicle can travel with the required torque Tr * using only the power from the motor MG2. With this control, the hybrid vehicle 20 according to the embodiment performs driving power corresponding to the accelerator opening Acc while charging / discharging the battery 50 within the range of the input / output limits Win and Wout of the battery 50 with intermittent operation of the engine 22. Pdrv * is output to the drive shaft 32 and travels with the required torque Tr *.

  Here, switching control of the inverters 41 and 42 will be described. In the embodiment, the motor ECU 40 selects one control mode from a plurality of control modes based on the rotational speeds Nm1, Nm2 of the motors MG1, MG2 and the torque commands Tm1 *, Tm2 *, and switches the inverters 41, 42. Control. Here, the control modes of the inverters 41 and 42 are respectively sinusoidal with an amplitude equal to or smaller than the amplitude of the triangular wave in the pulse width modulation (PWM) control by the triangular wave comparison in order from the region where the rotational speed and torque of the motor are low, according to maps not shown. A sinusoidal control mode in which the inverter is switched with a PWM signal as a pseudo three-phase AC voltage generated by converting the output voltage command value, and a sinusoidal output voltage command value with an amplitude exceeding the amplitude of the triangular wave The overmodulation control mode in which the inverter is switched by the PWM signal as the converted overmodulation voltage and the rectangular wave control mode in which the inverter is switched by the rectangular wave voltage having a voltage phase corresponding to the torque command are determined in advance. . Furthermore, in the sine wave control mode of the inverters 41 and 42, a synchronous carrier PWM control method, which is a method of changing the frequency (carrier frequency) of a triangular wave as a carrier in synchronization (proportional) with the rotational speed of the motor, There is a fixed carrier PWM control method which is a method using a carrier frequency fixed in advance. In the synchronous carrier PWM control system of the embodiment, a relatively small number of predetermined triangular waveforms within a range in which the inverter can be controlled satisfactorily are included in just one cycle of the output voltage command value in the form of a sine wave. By defining the carrier frequency, it is possible to improve the controllability of the motor by the inverter and reduce the switching loss of the inverter.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when selecting the control method of the inverter 41 for driving the motor MG1 will be described. FIG. 4 is a flowchart showing an example of an inverter control method selection routine executed by the motor ECU 40. This routine is repeatedly executed every predetermined time (for example, every several msec) when the sine wave control mode is selected as the control mode of the inverter 41. When the sine wave control mode is selected as the control mode of the inverter 42 for driving the motor MG2, in the embodiment, the synchronous carrier PWM control method is selected.

  When the inverter control method setting routine is executed, the CPU (not shown) of the motor ECU 40 first inputs the vehicle speed V before the predetermined time ts and the rotation speed Nm1 of the motor MG1 before the predetermined time ts, respectively. Processing for setting the vehicle speed Vs and the rotational speed Nm1s is executed (step S100). Here, the predetermined time ts is necessary in the embodiment to determine whether the vehicle speed V from the vehicle speed sensor 88 and the rotation speed Nm1 of the motor MG1 are increasing or decreasing, respectively, according to the traveling of the vehicle. A predetermined amount of time determined by experiments and analysis was used. The vehicle speed V before the predetermined time ts is input from the hybrid electronic control unit 70 that is detected by the vehicle speed sensor 88 before the predetermined time ts and stored in the RAM (not shown). The rotation speed Nm1 of the motor MG1 before the predetermined time ts is calculated based on a signal from the rotational position detection sensor before the predetermined time ts and is stored in a RAM (not shown). When the sine wave control mode is selected as the control mode of the inverter 41 and this routine is executed for the first time, the vehicle speed V and the rotational speed Nm1 before the predetermined time ts are input after the predetermined time ts has elapsed. To do.

  When the vehicle speed Vs and the rotation speed Nm1s are thus set, the current vehicle speed V and the current rotation speed Nm1 of the motor MG1 are input (step S110), and the input rotation speed Nm1 and the set rotation speed Nm1s have the same sign. It is determined whether or not both are positive values or both negative values (step S120). When the rotational speed Nm1 and the rotational speed Nm1s are not the same sign, the fixed carrier PWM control method is selected. (Step S160), the inverter control method selection routine is terminated. The reason why the fixed carrier PWM control method is selected when the rotation speed Nm1 and the rotation speed Nm1s are not the same sign will be described later. When the fixed carrier PWM control method is selected in this way, the motor MG1 is driven so that a torque corresponding to the torque command Tm1 * is output by the control of the inverter 41 using a carrier frequency fixed in advance.

  When the rotational speed Nm1 and the rotational speed Nm1s of the motor MG1 have the same sign in step S120, a value obtained by subtracting the absolute value of the set vehicle speed Vs from the absolute value of the input vehicle speed V is set as the vehicle speed change amount ΔV ( In step S130, the value obtained by subtracting the absolute value of the set rotational speed Nm1s from the absolute value of the input rotational speed Nm1 of the motor MG1 is set as the rotational speed change amount ΔNm1 (step S140). Subsequently, it is determined whether or not the product of the set vehicle speed change amount ΔV and the rotational speed change amount ΔNm1 is greater than 0 (step S150). If this product is less than 0, the fixed carrier PWM control method is selected. (Step S160) If this product is larger than 0, the synchronous carrier PWM control method is selected (Step S170), and the inverter control method selection routine is terminated. When the synchronous carrier PWM control method is selected in this way, the motor MG1 is driven so that a torque corresponding to the torque command Tm1 * is output by the control of the inverter 41 using the carrier frequency proportional to the rotation speed Nm1 of the motor MG1. . By using the synchronous carrier PWM control method in this way, the controllability of the motor MG1 by the inverter 41 can be improved and the switching loss of the inverter 41 can be reduced.

  Here, the synchronous carrier PWM control method is selected when the product of the vehicle speed change amount ΔV and the rotational speed change amount ΔNm1 of the motor MG1 is greater than 0 in step S150, and the fixed carrier PWM is selected when this product is 0 or less. The reason for selecting the control method will be described. FIG. 5 shows an example of a collinear diagram showing how the rotational speed of the rotating element of the planetary gear 30 changes when the vehicle speed V rises and the motor MG1 rotates and rises in the normal rotation range. FIG. 7 shows an example of a collinear diagram showing how the rotational speed of the rotating element of the planetary gear 30 changes when the motor MG1 is rotating and decreasing in the positive rotation region. FIG. An example of a collinear diagram showing how the number of rotations of the rotating element of the planetary gear 30 changes when the motor MG1 rotates and rises in the rotation region is shown. As shown in FIG. 5, when the vehicle speed change amount ΔV is larger than the value 0 and the rotational speed change amount ΔNm1 is larger than the value 0 in the positive rotation region, the rotational speed Nm1 of the motor MG1 increases when the synchronous carrier PWM control method is used. Accordingly, since the carrier frequency of the inverter 41 increases, noise (electromagnetic sound) generated by switching of the inverter 41 becomes noise that changes to the high frequency side as the vehicle speed V increases. Such a change in noise is the same as the change in noise from the inverter 42 that occurs according to the change in the vehicle speed V when the inverter 42 for the motor MG2 is controlled by the synchronous carrier PWM control method, and it is difficult for the driver to feel uncomfortable. . On the other hand, as shown in FIG. 6, when the vehicle speed change amount ΔV is larger than the value 0 and the rotational speed change amount ΔNm1 is smaller than the value 0 in the normal rotation region, the switching of the inverter 41 is performed using the synchronous carrier PWM control method. The noise generated by the vehicle is a noise that changes to the low frequency side against the increase in the vehicle speed V, so it is easy for the driver to feel uncomfortable. For this reason, in the embodiment, both the vehicle speed change amount ΔV and the rotational speed change amount ΔNm1 are positive values or negative values so that the noise from the inverter 41 does not change against the change of the vehicle speed V. Sometimes the synchronous carrier PWM control method is selected, and when not, the fixed carrier PWM control method is selected. Therefore, it can be said that the determination in step S150 is for determining whether or not the direction of change in vehicle speed V is the same as the direction of change in rotation of motor MG1. As shown in FIG. 7, when the vehicle speed change amount ΔV is larger than the value 0 and the rotation speed change amount ΔNm1 is larger than the value 0 in the negative rotation region, the noise from the inverter 41 is similar to the example of FIG. Since the noise changes to the high frequency side as the vehicle speed V increases, that is, when both the vehicle speed change amount ΔV and the rotational speed change amount ΔNm1 are positive values, the synchronous carrier PWM control method is used. It is done.

  Further, the reason why the fixed carrier PWM control method is selected when the rotation speed Nm1 and the rotation speed Nm1s of the motor MG1 are not the same sign in step S120 will be described. These signs are different when the rotational speed Nm1 of the motor MG1 changes across the value 0. When the synchronous carrier PWM control method is used as the control method of the inverter 41, the inverter 41 is against the change of the vehicle speed V. There is a case where the noise from is changed. In order to suppress the occurrence of such a case, in the embodiment, when the rotation speed Nm1 and the rotation speed Nm1s of the motor MG1 are not the same sign, the fixed carrier is used regardless of the relationship between the vehicle speed change amount ΔV and the rotation speed change amount ΔNm1. The PWM control method was used.

  According to the hybrid vehicle 20 of the embodiment described above, the motor MG1 is configured to rotate without synchronizing with the vehicle speed V as can be seen from the collinear chart of FIG. 3 and the like, and the amount of change of the vehicle speed V per predetermined time ts. When both the vehicle speed change amount ΔV and the rotational speed change amount ΔNm1 that is the change amount per predetermined time ts of the rotational speed Nm1 of the motor MG1 are positive values or negative values (the vehicle speed change amount ΔV and the rotational speed) When the product of the change amount ΔNm1 is greater than 0), the motor is driven by the synchronous carrier PWM control method in which the inverter 41 is switched by the PWM control method using the carrier frequency changed in synchronization with the rotational speed Nm1 of the motor MG1. Since the inverter 41 is controlled so that the MG1 is driven, the frequency of switching of the inverter 41 is within a range in which the controllability of the inverter 41 is improved. Can be reduced, it is possible to suppress the switching loss of the inverter 41. When the product of the vehicle speed change amount ΔV and the rotational speed change amount ΔNm1 is less than or equal to 0, the motor MG1 is driven by the fixed carrier PWM control method that switches the inverter 41 by the PWM control method using the carrier frequency fixed in advance. Therefore, when one of the vehicle speed V and the rotation speed Nm1 of the motor MG1 increases and the other decreases, the carrier frequency of the inverter 41 is fixed without being changed, and the switching of the inverter 41 is performed. It is possible to suppress the driver from feeling uncomfortable due to the noise change accompanying the.

  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 engine 22 corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “motor”, the inverter 42 corresponds to the “motor inverter”, the battery 50 corresponds to the “secondary battery”, and the motor MG1 corresponds to a “generator”, the inverter 41 corresponds to a “generator inverter”, the planetary gear 30 corresponds to a “planetary gear mechanism”, and a request corresponding to a required torque Tr * required for the drive shaft 32 A target rotational speed and target torque of the engine 22 are set as operating points for outputting the power Pe *, a torque command Tm1 * of the motor MG1 is set so that the engine 22 rotates at the target rotational speed, and a required torque Tr is applied to the drive shaft 32. The hybrid electronic control unit 70 that sets the torque command Tm2 * of the motor MG2 so that * is output and transmits each set value; When controlling the inverters 41 and 42 in the sine wave control mode so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *, the inverter 42 is operated. The motor MG2 is driven by the synchronous carrier PWM control method, and the inverter 41 executes the inverter control method selection routine of FIG. 4 so that the rotational speed Nm1 and the rotational speed Nm1s have the same sign, and the vehicle speed change amount ΔV and the rotational speed change. When the product of the quantity ΔNm1 is larger than the value 0, the motor ECU 40 that controls the inverters 41 and 42 so that the motor MG1 is driven by the fixed carrier PWM control method when the motor MG1 is not driven by the synchronous carrier PWM control method. It corresponds to “control means”.

  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 can be used in the manufacturing industry of hybrid vehicles.

  DESCRIPTION OF SYMBOLS 1 Hybrid vehicle, 22 engine, 24 Engine electronic control unit (engine ECU), 26 Crankshaft, 30 Planetary gear, 32 Drive shaft, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 46 Condenser, 50 Battery , 52 Battery electronic control unit (battery ECU), 62 Differential gear, 63a, 63b Drive wheel, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 82 Shift position sensor, 84 Accelerator pedal Position sensor, 86 Brake pedal position sensor, 88 Vehicle speed sensor, D11 to D16, D21 to D26 Diode, T11 to T16, T21 to T26 , MG1, MG2 motor.

Claims (1)

An internal combustion engine, an electric motor capable of inputting / outputting power to / from a drive shaft connected to an axle, an inverter for a motor having a plurality of switching elements to drive the electric motor, and the electric motor connected via the inverter for the electric motor In a hybrid vehicle equipped with a secondary battery,
A generator capable of inputting and outputting power;
A generator inverter having a plurality of switching elements and connected to the battery and the generator to drive the generator;
A planetary gear mechanism in which a carrier, a sun gear and a ring gear are respectively connected to three axes of the output shaft of the internal combustion engine, the rotating shaft of the generator and the drive shaft;
A synchronous carrier PWM control system that switches a plurality of switching elements of the inverter for the generator by a pulse width modulation control system that uses a carrier frequency that is changed in synchronization with the rotational speed of the generator, and a carrier frequency that is fixed in advance. The generator is driven by one of a plurality of control methods including a fixed carrier PWM control method for switching a plurality of switching elements of the generator inverter with the pulse width modulation control method used, and the motor inverter Control means for controlling the internal combustion engine, the generator inverter, and the motor inverter so that the electric motor is driven by switching of a plurality of switching elements and travels with a driving force required for travel;
The control means includes a positive value for both a vehicle speed change amount that is a change amount of the vehicle speed per predetermined time and a generator rotational speed change amount that is a change amount of the generator speed per predetermined time. Alternatively, when the synchronous change is a negative value, the generator inverter is controlled so that the generator is driven by the synchronous carrier PWM control method, and when the synchronous change is not, the power generation by the fixed carrier PWM control method is performed. Means for controlling the generator inverter so that the machine is driven,
A hybrid vehicle characterized by that.

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