JP2013023185A - Hybrid vehicle and control method for the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle and a control method for the hybrid vehicle, capable of suppressing, as much as possible, degradation of running performance at a highland.SOLUTION: The hybrid vehicle 100 is equipped with an air pressure sensor 32 which detects atmospheric pressure P. An ECU 30 decreases a system voltage VH according to decrease in atmospheric pressure P detected by the air pressure sensor 32, by controlling a converter 12. The ECU 30 calculates reaction force torque TR 2 of a first MG 18, to the maximum torque that can be output by the engine 22 based on the detection result of the air pressure sensor 32, and controls a rotation frequency of the first MG 18 based on the calculated reaction force torque TR 2.

Description

  The present invention relates to a hybrid vehicle equipped with an internal combustion engine and a control method thereof.

  Japanese Patent Laying-Open No. 2009-227074 (Patent Document 1) discloses a hybrid vehicle including an engine, a motor MG1 that is connected to the engine and generates electric power, and a motor MG2 that generates driving force of the vehicle. In this hybrid vehicle, an atmospheric pressure sensor is provided, and when the atmospheric pressure is less than the threshold value, the charge / discharge power tends to be larger than when the atmospheric pressure is greater than or equal to the threshold value. Is set. Then, the required power required for the engine is set based on the set charge / discharge power and the required torque required by the driver. Thereby, even when traveling in an area where the atmospheric pressure is low, such as a high altitude, it is possible to suppress a decrease in the amount of power stored in the battery (see Patent Document 1).

JP 2009-227074 A JP 2009-227073 A JP 2009-173235 A

  In high altitudes, the torque and power of the engine decrease due to the low air density. In the hybrid vehicle, since the insulation performance of the inverter that drives the motor is further lowered, it is necessary to reduce the input voltage (system voltage) of the inverter. As a result, the power of a motor (generator) that is connected to the engine and generates electric power is limited, thereby limiting the rotational speed of the motor. Then, the rotational speed becomes a rule, and the rotational speed of the engine connected to the motor is limited, thereby further limiting the output of the engine. As a result, the hybrid vehicle has a problem that a decrease in running performance at a high altitude can be significant.

  Such problems of the hybrid vehicle and the solution thereof are not particularly examined in the above publication.

  Therefore, the present invention has been made to solve such problems, and an object of the present invention is to provide a hybrid vehicle that can suppress a decrease in running performance at a high altitude as much as possible.

  Another object of the present invention is to provide a hybrid vehicle control method capable of suppressing a decrease in running performance at high altitude as much as possible.

  According to this invention, the hybrid vehicle includes an internal combustion engine, a rotating electrical machine, a drive control device, a DC power supply, a voltage adjustment device, an electronic control device, and an atmospheric pressure detection device. The rotating electrical machine is mechanically coupled to the internal combustion engine and driven by the internal combustion engine. The drive control device controls driving of the rotating electrical machine. The voltage adjustment device is provided between the DC power supply and the drive control device, and adjusts the system voltage applied to the drive control device. The electronic control device controls the drive control device and the voltage adjustment device. The atmospheric pressure detection device detects atmospheric pressure. The electronic control device includes a voltage control unit and a rotation speed control unit. The voltage control unit controls the voltage regulator to reduce the system voltage in accordance with a decrease in atmospheric pressure detected by the atmospheric pressure detection device. The rotational speed control unit calculates a reaction force torque of the rotating electrical machine with respect to the maximum torque that can be output by the internal combustion engine based on the detection result of the atmospheric pressure detection device, and based on the calculated reaction force torque, the rotational speed of the rotating electrical machine To control.

  Preferably, the rotation speed control unit decreases the reaction torque of the rotating electrical machine according to a decrease in atmospheric pressure detected by the atmospheric pressure detection device, and increases the rotation speed of the rotating electrical machine according to the decrease in the reaction force torque. .

  Preferably, the hybrid vehicle further includes an electric motor and a power split device. The electric motor generates a driving force for the vehicle. The power split device splits the output of the internal combustion engine into the rotating electrical machine and the drive shaft of the vehicle.

  Preferably, the rotation speed control unit calculates the reaction torque of the rotating electrical machine so as not to cause over-rotation of the rotating electrical machine in consideration of a measurement error of the atmospheric pressure detection device.

  According to the invention, the control method is a control method for a hybrid vehicle. The hybrid vehicle includes an internal combustion engine, a rotating electrical machine, a drive control device, a DC power supply, a voltage adjustment device, and an atmospheric pressure detection device. The rotating electrical machine is mechanically coupled to the internal combustion engine and driven by the internal combustion engine. The drive control device controls driving of the rotating electrical machine. The voltage adjustment device is provided between the DC power supply and the drive control device, and adjusts the system voltage applied to the drive control device. The atmospheric pressure detection device detects atmospheric pressure. The control method controls the voltage regulator to reduce the system voltage in accordance with a decrease in the atmospheric pressure detected by the atmospheric pressure detection device, and the internal combustion engine is controlled based on the detection result of the atmospheric pressure detection device. A step of calculating a reaction force torque of the rotating electrical machine with respect to a maximum outputable torque, and a step of controlling the rotational speed of the rotating electrical machine based on the calculated reaction force torque.

  In the present invention, an atmospheric pressure detection device for detecting atmospheric pressure is provided, and the system voltage is reduced in accordance with a decrease in atmospheric pressure. In this invention, the reaction force torque of the rotating electrical machine with respect to the maximum torque that can be output from the internal combustion engine is calculated based on the detection result of the atmospheric pressure detection device. The rotational speed of the rotating electrical machine is controlled based on the calculated reaction force torque. As a result, the decrease in the output of the internal combustion engine due to the decrease in the atmospheric pressure is reflected in the calculation of the reaction force torque of the rotating electrical machine, and as a result, the rotational speed limit of the rotating electrical machine and the accompanying output limit of the internal combustion engine are relaxed. Therefore, according to the present invention, it is possible to suppress a decrease in traveling performance at high altitudes.

1 is an overall block diagram of a hybrid vehicle according to an embodiment of the present invention. It is the figure which showed the relationship between 1st MG, 2nd MG, and the rotation speed of an engine. It is the figure which showed the relationship between the rotation speed of an engine, and a torque. It is the figure which showed the relationship between the rotation speed of 1st MG, and maximum torque. It is the figure explaining the idea of 1st MG rotation speed restriction relaxation. It is a functional block diagram of ECU shown in FIG. It is a flowchart for demonstrating the process sequence of rotation speed control of 1st MG. It is a figure for demonstrating the view of the rotation speed restriction | limiting relaxation of 1st MG in a modification.

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

  FIG. 1 is an overall block diagram of a hybrid vehicle according to an embodiment of the present invention. Referring to FIG. 1, hybrid vehicle 100 includes a power storage device 10, a converter 12, a voltage sensor 13, inverters 14 and 16, a first motor generator (MG) 18, a second MG 20, and an engine 22. Prepare. Hybrid vehicle 100 further includes a power split device 24, a transmission gear 26, drive wheels 28, an electronic control unit (hereinafter referred to as “ECU (Electronic Control Unit)”) 30, and an atmospheric pressure sensor 32. .

  The power storage device 10 is a rechargeable DC power supply, and is configured by a secondary battery such as nickel metal hydride or lithium ion, for example. Power storage device 10 outputs power to converter 12. In addition, power storage device 10 receives the generated power from converter 12 and is charged when power is generated by first MG 18 and / or second MG 20. Note that a large-capacity capacitor can also be employed as the power storage device 10 and may be a power buffer capable of temporarily storing the power generated by the first MG 18 and / or the second MG 20 and outputting the stored power to the converter 12. Anything can be used.

  Converter 12 adjusts a voltage between positive line PL and negative line NL (hereinafter also referred to as “system voltage VH”) based on control signal PWC from ECU 30. As an example, converter 12 is configured by a current reversible boost chopper circuit, and boosts system voltage VH to the voltage of power storage device 10 or higher. Voltage sensor 13 detects system voltage VH and outputs the detected value to ECU 30.

  Inverter 14 receives system voltage VH from positive line PL, and controls driving of first MG 18 based on control signal PWI1 from ECU 30. Inverter 14 converts the power generated by first MG 18 into DC power and outputs the DC power to positive line PL. Inverter 14 also converts DC power supplied from positive line PL to AC power and outputs it to first MG 18 when engine 22 is started.

  Inverter 16 receives system voltage VH from positive line PL, and controls driving of second MG 20 based on control signal PWI2 from ECU 30. Inverter 16 converts the DC power supplied from positive line PL into AC power and outputs the AC power to second MG 20. Inverter 16 also converts the electric power generated by second MG 20 into direct-current power and outputs it to positive line PL when braking the vehicle or reducing acceleration on a downward slope.

  Each of first MG 18 and second MG 20 is an AC motor, and is configured by, for example, a three-phase AC synchronous motor in which a permanent magnet is embedded in a rotor. The first MG 18 is mechanically coupled to the engine 22 via a power split device 24 (described later). Then, the first MG 18 is driven by the engine 22 and outputs the generated power to the inverter 14. Further, first MG 18 generates torque for cranking engine 22 when engine 22 is started. Second MG 20 generates a driving force of the vehicle and outputs it to transmission gear 26. Further, the second MG 20 receives the rotational torque from the drive wheels 28 via the transmission gear 26 and generates electric power when the vehicle is braked or when the acceleration on the down slope is reduced, and is output to the inverter 16.

  The engine 22 converts the thermal energy generated by the combustion of fuel into the kinetic energy of a moving element such as a piston or a rotor, and outputs the converted kinetic energy to the power split device 24. For example, if the motion element is a piston and the motion is a reciprocating motion, the reciprocating motion is converted into a rotational motion via a so-called crank mechanism, and the kinetic energy of the piston is transmitted to the power split device 24.

  Power split device 24 is coupled to engine 22, first MG 18, and transmission gear 26 to split the power among them. For example, a planetary gear having three rotation shafts of a sun gear, a planetary carrier, and a ring gear can be used as the power split device 24, and these three rotation shafts are connected to the rotation shafts of the first MG 18, the engine 22 and the transmission gear 26, respectively. The The rotating shaft of second MG 20 is connected to the rotating shaft of transmission gear 26. That is, second MG 20 and transmission gear 26 have the same rotation shaft, and the rotation shaft is connected to the ring gear of power split device 24.

  The power generated by the engine 22 is divided into the first MG 18 and the transmission gear 26 by the power split device 24. That is, engine 22 is incorporated in hybrid vehicle 100 as a power source that drives transmission gear 26 that transmits power to drive wheels 28 and drives first MG 18. The first MG 18 is incorporated in the hybrid vehicle 100 so as to operate as a generator that generates power by receiving power from the engine 22 and operates as an electric motor that can start the engine 22. Second MG 20 is incorporated in hybrid vehicle 100 as a power source for driving drive wheels 28.

  The atmospheric pressure sensor 32 detects the atmospheric pressure P around the hybrid vehicle 100 and outputs the detected value to the ECU 30. The barometric sensor 32 can be configured by, for example, a Bourdon tube barometer, an electric barometer, or the like, but is not limited thereto.

  ECU 30 controls converter 12 and inverters 14 and 16 by software processing by executing a program stored in advance by a CPU (Central Processing Unit) and / or hardware processing by a dedicated electronic circuit. Specifically, ECU 30 receives the detected value of system voltage VH from voltage sensor 13 and controls converter 12 so that system voltage VH matches the target. Here, the ECU 30 receives the detected value of the atmospheric pressure P from the atmospheric pressure sensor 32 and decreases the system voltage VH according to the decrease of the atmospheric pressure P. The reason why the system voltage VH is decreased in accordance with the decrease in the atmospheric pressure P is that when the atmospheric pressure P decreases, the air density decreases and the insulation performance of the inverters 14 and 16 receiving the system voltage VH decreases.

  Further, ECU 30 calculates the maximum torque that can be output by engine 22 based on the detected value of atmospheric pressure P, and calculates the reaction torque of first MG 18 with respect to the calculated engine torque. Then, ECU 30 sets the rotation speed of first MG 18 based on the reaction torque calculated by reflecting atmospheric pressure P, and controls inverter 14 based on the reaction torque and the set rotation speed. Thereby, the rotational speed limitation of the first MG 18 due to the decrease in the system voltage VH at high altitude is relaxed, and as a result, the output limitation of the engine 22 is relaxed. This point will be described in detail below.

  FIG. 2 is a diagram showing the relationship among the rotational speeds of first MG 18, second MG 20, and engine 22. Referring to FIG. 2, the rotation shafts of first MG 18, second MG 20, and engine 22 are coupled to power split device 24 (FIG. 1), and the rotation speeds of first MG 18, second MG 20, and engine 22 are As shown, the relationship is a straight line. Since the rotation speed of the second MG 20 is restricted by the traveling speed, when the rotation speed of the first MG 18 is limited, the rotation speed of the engine 22 is limited. Therefore, when the rotation speed of the first MG 18 is unnecessarily limited, the rotation speed and power of the engine 22 are unnecessarily limited.

  FIG. 3 is a diagram showing the relationship between the rotational speed of the engine 22 and the torque. Referring to FIG. 3, curve k2 indicates a torque curve of engine 22 when traveling on a highland where the air density decreases, and curve k1 indicates a torque curve when traveling on a lowland that is not a highland. In high altitudes, the air density is lower than in low altitudes, and the amount of inhaled oxygen required for combustion decreases. Therefore, as shown in the figure, the engine torque decreases during high altitude travel compared to low altitude travel, and as a result, the engine power decreases.

  The reduction in engine power shown in FIG. 3 occurs not only in hybrid vehicles but also in conventional vehicles equipped with only the engine as a power source. However, in this hybrid vehicle 100, the rotational speed of the first MG 18 is further limited by the reduction in the system voltage VH according to the decrease in the atmospheric pressure P, which also restricts the power of the engine 22.

  FIG. 4 is a diagram showing the relationship between the rotation speed of the first MG 18 and the maximum torque. In FIG. 4, the torque during power generation is shown as negative. Referring to FIG. 4, curve k3 shows a maximum torque curve of first MG 18 when system voltage VH is at a maximum rating (for example, 650 V). A curve k4 shows a maximum torque curve of the first MG 18 when the system voltage VH is lowered (for example, 500 V) in accordance with a drop in the atmospheric pressure P.

  The output of the first MG 18 depends on the system voltage VH, and when the system voltage VH decreases, the maximum torque curve changes from k3 to k4. Here, assuming that the reaction force torque (driving torque of the first MG 18) received by the first MG 18 from the engine 22 is the torque TR1 calculated from the maximum rated torque of the engine 22, the first MG 18 for securing the torque TR1. The rotational speed is largely limited from N1 to N2. That is, assuming that the reaction torque received by the first MG 18 from the engine 22 is the torque TR1, when the system voltage VH is reduced to the level of the curve k4 in accordance with the decrease in the atmospheric pressure P, the rotation speed of the first MG 18 increases to N2. Limited. Then, the rotational speed of the first MG 18 becomes a rule, and the rotational speed and power of the engine 22 connected to the first MG 18 are greatly limited.

  FIG. 5 is a diagram for explaining the concept of relaxation of the rotational speed limitation of the first MG 18 according to this embodiment. Referring to FIG. 5, in this embodiment, an atmospheric pressure sensor 32 is provided, and the maximum torque that can be output by engine 22 is calculated based on atmospheric pressure P detected by atmospheric pressure sensor 32. Then, the reaction torque TR2 of the first MG 18 with respect to the calculated maximum torque of the engine 22 is calculated.

  That is, when the atmospheric pressure P decreases, the maximum torque that the engine 22 can output decreases as shown in FIG. 3, and the reaction torque of the first MG 18 with respect to the maximum torque of the engine 22 also decreases. For example, as shown in FIG. 5, the reaction torque of the first MG 18 decreases from TR1 to TR2 as the atmospheric pressure P decreases. That is, when the atmospheric pressure P decreases, the first MG 18 does not receive the reaction force torque TR1, but only receives the torque TR2 at the maximum. Therefore, the rotation speed of the first MG 18 can be output up to N3 higher than N2, and the limitation on the rotation speed of the first MG 18 due to the decrease in the system voltage VH is relaxed.

  Thus, in this embodiment, the atmospheric pressure sensor 32 is provided, and the decrease in the output of the engine 22 is estimated using the detection value of the atmospheric pressure sensor 32 (FIG. 3). Then, the reaction torque of the first MG 18 with respect to the reduced engine maximum torque is calculated (torque TR2), and the rotation speed of the first MG 18 is determined based on the reaction torque (rotation speed N3). Thereby, the rotational speed limitation of the first MG 18 is relaxed, and as a result, the output limitation of the engine 22 due to the reduction of the system voltage VH is relaxed.

  FIG. 6 is a functional block diagram of ECU 30 shown in FIG. Referring to FIG. 6, ECU 30 includes a system voltage control unit 52, a converter control unit 54, a reaction force torque calculation unit 56, a rotation speed control unit 58, and inverter control units 60 and 62.

  The system voltage control unit 52 sets a target system voltage VS indicating the target of the system voltage VH. The system voltage control unit 52 receives the detected value of the atmospheric pressure P from the atmospheric pressure sensor 32 (FIG. 1), and decreases the target system voltage VS according to the decrease in the atmospheric pressure P. As an example, the system voltage control unit 52 uses the target system voltage VS when the atmospheric pressure P is the reference atmospheric pressure in the lowland as the maximum rated voltage, and decreases the target system voltage VS according to the atmospheric pressure decrease amount from the reference atmospheric pressure.

  Converter control unit 54 generates control signal PWC for driving converter 12 such that system voltage VH matches target system voltage VS, and outputs the generated control signal PWC to converter 12.

  The reaction force torque calculation unit 56 calculates the reaction force torque that the first MG 18 receives from the engine 22. Specifically, the reaction force torque calculation unit 56 receives the detected value of the atmospheric pressure P from the atmospheric pressure sensor 32 and calculates the maximum torque of the engine 22 based on the atmospheric pressure P. As an example, the relationship between the amount of pressure drop from the reference pressure in the lowland and the torque drop amount of the engine 22 and the maximum torque characteristic of the engine 22 at the reference pressure are obtained in advance, and based on the detected value of the atmospheric pressure P, Is calculated. Then, the maximum torque of the engine 22 is calculated by obtaining the torque decrease amount of the engine 22 from the atmospheric pressure decrease amount.

  Next, the reaction force torque calculation unit 56 calculates the reaction force torque of the first MG 18 with respect to the calculated maximum torque of the engine 22. The relationship between the output torque of engine 22 and the reaction torque received by first MG 18 from engine 22 is determined by the mechanism (gear ratio) of power split device 24, and the reaction torque of first MG 18 is calculated from the maximum torque of engine 22. be able to.

  The rotation speed control unit 58 controls the rotation speed of the first MG 18 based on the reaction torque of the first MG 18 calculated by the reaction force torque calculation unit 56. Specifically, the rotational speed control unit 58 receives the target system voltage VS (which may be a detected value of the system voltage VH), and the maximum torque curve of the first MG 18 corresponding to the target system voltage VS (curve k4 in FIG. 5). ) And the reaction torque of the first MG 18 calculated by the reaction force torque calculation unit 56 (torque TR2 in FIG. 5), the rotation speed of the first MG 18 is set (rotation speed N3 in FIG. 5).

  The inverter control unit 60 generates a control signal PWI1 for driving the first MG 18 based on the rotation speed of the first MG 18 and the target system voltage VS calculated by the rotation speed control unit 58, and the generated control signal PWI1 is output to the inverter 14.

  The inverter control unit 62 generates a control signal PWI2 for driving the second MG 20 based on the accelerator opening signal ACC indicating the depression amount of the accelerator pedal, the vehicle speed signal SV indicating the vehicle speed, and the like. Signal PWI2 is output to inverter 16.

  FIG. 7 is a flowchart for explaining the processing procedure of the rotational speed control of the first MG 18 in this embodiment. The processing shown in this flowchart is called from the main routine and executed at regular time intervals or when a predetermined condition is satisfied.

  Referring to FIG. 7, atmospheric pressure P is detected by atmospheric pressure sensor 32 (step S10). Next, ECU 30 controls converter 12 to decrease system voltage VH according to the decrease in atmospheric pressure P detected in step S10 (step S20). For example, the ECU 30 reduces the atmospheric pressure P by, for example, obtaining in advance a relationship between an atmospheric pressure decrease amount from a reference atmospheric pressure and a reduction amount of the system voltage VH in a lowland area, or a relationship between the atmospheric pressure P and the system voltage VH. In response to this, the target system voltage VS is reduced, and the converter 12 is controlled so that the system voltage VH matches the target system voltage VS.

  Subsequently, the ECU 30 calculates the maximum torque of the engine 22 based on the detected value of the atmospheric pressure P (step S30). As an example, the ECU 30 calculates the maximum torque of the engine 22 according to the atmospheric pressure P by obtaining the torque decrease amount of the engine 22 from the atmospheric pressure decrease amount from the reference atmospheric pressure.

  Then, ECU 30 calculates the reaction torque of first MG 18 with respect to the maximum torque of engine 22 calculated in step S30 (step S40). The reaction torque is calculated based on the relationship between the output torque of the engine 22 and the reaction torque received by the first MG 18 from the engine 22, which is determined by the mechanism (gear ratio) of the power split device 24.

  Next, the ECU 30 controls the rotation speed of the first MG 18 based on the reaction torque calculated in step S40 (step S50). Specifically, the ECU 30 determines the maximum torque curve of the first MG 18 corresponding to the reduced system voltage VH (corresponding to the curve k4 of FIG. 5) and the reaction torque of the first MG 18 calculated in step S40 (the torque TR2 of FIG. 5). The rotation speed of the first MG 18 is set based on (corresponding to the rotation speed N3 in FIG. 5).

  As described above, in this embodiment, the atmospheric pressure sensor 32 that detects the atmospheric pressure P is provided, and the system voltage VH is decreased in accordance with the decrease in the atmospheric pressure P. When the power of the first MG 18 is limited due to the decrease in the system voltage VH, in this embodiment, the reaction torque of the first MG 18 with respect to the maximum torque that the engine 22 can output is based on the detection value of the atmospheric pressure sensor 32. The rotation speed of the first MG 18 is controlled based on the calculated reaction force torque. As a result, the decrease in the output of the engine 22 due to the decrease in the atmospheric pressure P is reflected in the calculation of the reaction torque of the first MG 18, and as a result, the rotational speed limit of the first MG 18 and the accompanying output limit of the engine 22 are relaxed. . Therefore, according to this embodiment, it is possible to suppress a decrease in traveling performance at high altitudes.

[Modification]
In the above, as described with reference to FIG. 5, based on the maximum torque curve (curve k4) and reaction torque (torque TR2) of the first MG 18 when the system voltage VH is decreased, the rotational speed ( N3) is set, but the rotation speed of the first MG 18 may be set in consideration of the tolerance (error allowable range) of the atmospheric pressure sensor 32.

  FIG. 8 is a diagram for explaining the concept of relaxation of the rotational speed limit of the first MG 18 in the modification. FIG. 8 corresponds to FIG. Referring to FIG. 8, in this modification, the range of reaction force torque TR2 of first MG 18 corresponding to the tolerance of atmospheric pressure sensor 32 is calculated. Then, based on the maximum value (line k6) of the reaction torque TR2 when the tolerance of the atmospheric pressure sensor 32 is taken into consideration, the rotation speed N4 of the first MG 18 is set.

  According to this modification, it is possible to prevent the first MG 18 from over-rotating due to the tolerance of the atmospheric pressure sensor 32.

  In the above-described embodiment and its modifications, a two-motor type hybrid vehicle provided with first MG 18 and second MG 20 has been described as an example. However, second MG 20 and inverter 16 are not provided, and first MG 18 is used as a generator. The present invention can be applied not only to a one-motor type hybrid vehicle that is used as a motor that assists the driving force.

  In the above, engine 22 corresponds to an example of “internal combustion engine” in the present invention, and first MG 18 corresponds to an example of “rotating electric machine” in the present invention. Inverter 14 corresponds to an embodiment of “drive control device” in the present invention, and power storage device 10 corresponds to an embodiment of “DC power supply” in the present invention. Further, converter 12 corresponds to an embodiment of “voltage adjustment device” in the present invention, and ECU 30 corresponds to an embodiment of “electronic control device” in the present invention.

  Further, the atmospheric pressure sensor 32 corresponds to an example of “atmospheric pressure detection device” in the present invention, and the system voltage control unit 52 corresponds to an example of “voltage control unit” in the present invention. Second MG 20 corresponds to an example of “electric motor” in the present invention.

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

  DESCRIPTION OF SYMBOLS 10 Power storage device, 12 Converter, 14, 16 Inverter, 18, 20 MG, 22 Engine, 24 Power split device, 26 Transmission gear, 28 Drive wheel, 30 ECU, 32 Atmospheric pressure sensor, 52 System voltage control part, 54 Converter control part , 56 reaction force torque calculation unit, 58 rotation speed control unit, 60, 62 inverter control unit, 100 hybrid vehicle.

Claims (5)

An internal combustion engine;
A rotating electrical machine mechanically coupled to the internal combustion engine and driven by the internal combustion engine;
A drive control device for controlling the drive of the rotating electrical machine;
DC power supply,
A voltage adjusting device provided between the DC power supply and the drive control device, for adjusting a system voltage applied to the drive control device;
An electronic controller for controlling the drive controller and the voltage regulator;
And a barometric pressure detecting device for detecting atmospheric pressure,
The electronic control device
By controlling the voltage regulator, a voltage controller that reduces the system voltage in response to a decrease in atmospheric pressure detected by the atmospheric pressure detector,
Based on the detection result of the atmospheric pressure detection device, the reaction force torque of the rotating electrical machine with respect to the maximum torque that can be output by the internal combustion engine is calculated, and the rotational speed of the rotating electrical machine is controlled based on the calculated reaction force torque. A hybrid vehicle including a rotation speed control unit.   The said rotation speed control part reduces the said reaction force torque according to the fall of the atmospheric pressure detected by the said atmospheric | air pressure detection apparatus, and increases the said rotation speed according to the fall of the said reaction force torque. The described hybrid vehicle. An electric motor that generates the driving force of the vehicle;
The hybrid vehicle according to claim 1, further comprising a power split device that splits an output of the internal combustion engine into the rotating electrical machine and a drive shaft of the vehicle.   2. The hybrid vehicle according to claim 1, wherein the rotation speed control unit calculates the reaction torque so that an over-rotation of the rotating electrical machine does not occur in consideration of a measurement error of the atmospheric pressure detection device. A control method for a hybrid vehicle,
The hybrid vehicle
An internal combustion engine;
A rotating electrical machine mechanically coupled to the internal combustion engine and driven by the internal combustion engine;
A drive control device for controlling the drive of the rotating electrical machine;
DC power supply,
A voltage adjusting device provided between the DC power supply and the drive control device, for adjusting a system voltage applied to the drive control device;
And a barometric pressure detecting device for detecting atmospheric pressure,
The control method is:
Lowering the system voltage in response to a decrease in atmospheric pressure detected by the atmospheric pressure detection device by controlling the voltage regulator;
Calculating a reaction force torque of the rotating electrical machine with respect to a maximum torque that can be output by the internal combustion engine based on a detection result of the atmospheric pressure detection device;
Controlling the number of rotations of the rotating electrical machine based on the calculated reaction force torque.

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