JP2013141836A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress high-frequency noise caused by a first motor in three rotation elements of a planetary gear connected to a driving shaft, an output shaft of an engine, and a rotation shaft of the first motor.SOLUTION: While traveling in a motor drive mode (an EV mode) without performing step-up by a step-up converter, when estimating a sine wave start state in which a target operation point of the first motor is on a side closer to a low number of revolutions and low torque (in a sine wave region) than an over-modulation region from a time when the engine starts to a time immediately after the engine completes starting (S110), a hybrid vehicle starts the engine by cranking by the first motor (S120). Thus, high-frequency noise caused by the first motor during the start of the engine and immediately after completion of the start can be suppressed.

Description

  The present invention relates to a hybrid vehicle, and more specifically, an engine, a first motor, a first inverter that drives the first motor, a drive shaft connected to an axle, an output shaft of the engine, and a rotation shaft of the first motor. A planetary gear having three rotating elements connected thereto, a second motor having a rotating shaft connected to the driving shaft, a second inverter for driving the second motor, and the first motor via the first inverter and the second inverter. The present invention also relates to a hybrid vehicle including a second motor and a battery capable of exchanging electric power.

  Conventionally, this type of hybrid vehicle includes an engine, a first motor, a ring gear shaft coupled to an axle, an output shaft of the engine, and a rotating shaft of the first motor, in which a ring gear, a carrier, and a sun gear are connected. A distribution and integration mechanism; a second motor having a rotary shaft connected to a ring gear shaft; a first inverter that drives the first motor; a second inverter that drives the second motor; a battery; And a converter capable of supplying to the first inverter and the second inverter, and when the boosting by the converter is prohibited and the motor drive system is overmodulation control, the boosting prohibition by the converter is canceled and the boosting operation is started. A method of shifting the motor drive system from overmodulation control to sine wave PWM control has been proposed (for example, see Patent Document 1). In this hybrid vehicle, high frequency noise caused by a motor driven by overmodulation control is suppressed by such control.

JP 2010-207030 A

  In a hybrid vehicle, it is desired to suppress high-frequency noise caused by a motor driven by an overmodulation control method in a case where a converter is not provided (vehicle type) or in a situation where it is not preferable to perform a boost operation by the converter. Another problem is to suppress high-frequency noise caused by the motor during engine startup or immediately after startup.

  In the hybrid vehicle according to the present invention, the driving shaft, the output shaft of the engine, and the rotating shaft of the first motor are connected to the three rotating elements of the planetary gear. The main purpose is to suppress high frequency noise.

  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
Three rotation elements are connected to the engine, the first motor, the first inverter that drives the first motor, the drive shaft coupled to the axle, the output shaft of the engine, and the rotation shaft of the first motor. A planetary gear, a second motor having a rotation shaft connected to the drive shaft, a second inverter for driving the second motor, the first motor and the second inverter via the first inverter and the second inverter. A battery capable of exchanging power with two motors, the engine is intermittently operated, and the first inverter and the second inverter are controlled by any one of a sine wave control method, an overmodulation control method, and a rectangular wave control method. Control means for controlling the engine, the first inverter, and the second inverter so that the required torque for traveling is output to the drive shaft. In the hybrid automobile,
The control means is configured to stop the operation of the engine and travel only by power from the second motor. During the motor traveling, the first inverter is in an overmodulation control system from the start of the engine to immediately after the start of the engine. Means for controlling the engine to be cranked and started by the first motor when it is predicted that the over-modulation avoidance state is not controlled.
This is the gist.

  In the hybrid vehicle of the present invention, the engine is intermittently operated and the first inverter and the second inverter are controlled by any one of the sine wave control method, the overmodulation control method, and the rectangular wave control method, so that the required torque for traveling is obtained. In the control of the engine, the first inverter, and the second inverter to be output to the drive shaft, the engine is stopped while the engine is stopped and the motor is driven only by the power from the second motor. When it is predicted that an overmodulation avoidance state in which the first inverter is not controlled by the overmodulation control method from the start to immediately after the start is completed, control is performed so that the engine is cranked and started by the first motor. Thereby, the high frequency noise resulting from the 1st motor during starting of an engine or immediately after starting can be suppressed. Here, the “overmodulation avoidance state” is a sine wave start state in which the first inverter is controlled by a sine wave control method from the start of engine start to immediately after the start is completed, or a rectangular wave control method from the start of engine start to immediately after the start is completed. It can also be a rectangular wave starting state that controls the first inverter.

  In such a hybrid vehicle of the present invention, the control means assumes an estimated trajectory and overmodulation of the target operating point of the first motor from the start of the engine to immediately after the start when the engine is started from the current state. It can also be a means for predicting whether or not the over-modulation avoidance state is made using an estimated locus of the region. Here, the “target operating point” is an operating point consisting of the rotational speed and the torque. The “overmodulation area” is an area in which the first inverter is driven by the overmodulation control method.

  Further, in the hybrid vehicle of the present invention, the control means predicts the sine wave start state in the overmodulation avoidance state during the motor running and starts the engine. The control means predicts the rectangular wave starting state in the overmodulation avoidance state during the motor running. After starting the engine, it may be a means for controlling the battery not to be charged.

  Furthermore, in the hybrid vehicle of the present invention, the voltage of the drive voltage system is connected to the battery voltage system to which the battery is connected and the drive voltage system to which the first inverter and the second inverter are connected to the battery voltage. A step-up converter that can be adjusted in a range equal to or higher than the system voltage, and the control means operates the engine at an efficiency operating point as an efficient operating point, and outputs the required torque to the drive shaft. Means for controlling the engine, the first inverter, the second inverter, and the boost converter so that the voltage of the drive voltage system is adjusted, and the control means further comprises the efficiency When the control is executed, the voltage of the drive voltage system is not boosted with respect to the voltage of the battery voltage system, and the first inverter is controlled by an overmodulation control method. Vehicle caused by changing the operating point of the engine from the operating point for efficiency to the changed operating point for controlling the first inverter by a sine wave control method at the time of non-boost overmodulation to be controlled The decrease due to the operating point, which is a decrease in energy efficiency, changes the voltage of the drive voltage system from the voltage of the battery voltage system to a change voltage that controls the first inverter by a sine wave control method. The voltage of the drive voltage system is not boosted with respect to the voltage of the battery voltage system when it is smaller than the voltage-induced decrease that is a decrease in the vehicle energy efficiency due to the engine, and the engine at the change operating point Is a means for controlling so that the required torque is output to the drive shaft. If it carries out like this, the high frequency noise resulting from a 1st motor can be suppressed, suppressing the fall of the energy efficiency of a vehicle. In the hybrid vehicle according to the aspect of the present invention, the control means, when the non-step-up overmodulation, the voltage of the driving voltage system is set to the change voltage when the operating point-induced decrease is equal to or greater than the voltage-induced decrease. It is also possible to control the engine so that the engine is operated at the efficiency operating point and the required torque is output to the drive shaft.

  In addition, the hybrid vehicle of the present invention includes a third motor that can input and output power to a second axle different from the axle, and a third inverter that drives the third motor, and the control means includes: The second inverter is controlled by a sine wave control method or a rectangular wave control method, and the engine, the first inverter, the second inverter, and the third inverter are controlled so that the required torque is output to the drive shaft. It can also be a means to do.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as 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. 6 is an explanatory diagram showing an example of a correspondence relationship between a voltage VH of a drive voltage system power line 54a, a target drive point OPm1 of a motor MG1, and a control method of an inverter 41. FIG. It is a flowchart which shows an example of the process routine at the time of non-boosting EV mode performed by HVECU70 of an Example. It is a flowchart which shows an example of the process routine at the time of the non-boosting EV mode of a modification. It is a flowchart which shows an example of the process routine at the time of the non-boosting HV mode of a modification. It is explanatory drawing which shows an example of target operation point OPm1 of motor MG1, and change operation point OPm1mo. 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. It is a flowchart which shows an example of the process routine at the time of driving | running | working of a modification. It is explanatory drawing which shows an example of target operation point OPm2, OPm3 of motor MG2, MG3 and change operation point OPm2mo, OPm3mo.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as one embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an electric drive system including motors MG1 and MG2. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline, light oil, or the like as a fuel, and an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that drives and controls the engine 22. A planetary gear 30 in which a carrier is connected to the crankshaft 26 of the engine 22 and a ring gear is connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, and a synchronous generator motor, for example. A motor MG1 having a rotor connected to the sun gear of the planetary gear 30, a motor MG2 configured as a synchronous generator motor and having a rotor connected to the drive shaft 36, and inverters 41 and 42 for driving the motors MG1 and MG2. And configured as, for example, a lithium ion secondary battery Connected to a battery 50, a power line to which the inverters 41 and 42 are connected (hereinafter referred to as a drive voltage system power line 54a), and a power line to which the battery 50 is connected (hereinafter referred to as a battery voltage system power line 54b). Then, the voltage VH of the drive voltage system power line 54a is adjusted in a range equal to or higher than the voltage VL of the battery voltage system power line 54b, and power is exchanged between the drive voltage system power line 54a and the battery voltage system power line 54b. A converter 55, a motor electronic control unit (hereinafter referred to as a motor ECU) 40 for controlling the drive of the motors MG1 and MG2 by controlling the inverters 41 and 42 and controlling the boost converter 55, and a battery for managing the battery 50 Electronic control unit (hereinafter referred to as battery ECU) 52 and the entire vehicle The hybrid electronic control unit for controlling (hereinafter, referred to HVECU) includes a 70.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a water temperature sensor that detects the crank position θcr from the crank position sensor that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. From the cam position sensor for detecting the cooling water temperature Tw from the cylinder, the in-cylinder pressure Pin from the pressure sensor installed in the combustion chamber, the rotational position of the intake valve for intake and exhaust to the combustion chamber and the camshaft for opening and closing the exhaust valve Position θca, throttle position TP from a throttle valve position sensor that detects the position of the throttle valve, intake air amount Qa from an air flow meter attached to the intake pipe, intake air temperature Ta from a temperature sensor also attached to the intake pipe, Installed in the exhaust system The air-fuel ratio AF from the air-fuel ratio sensor and the oxygen signal O2 from the oxygen sensor attached to the exhaust system are input via the input port, and the engine ECU 24 is for driving the engine 22. Various control signals, such as the drive signal to the fuel injection valve, the drive signal to the throttle motor that adjusts the throttle valve position, the control signal to the ignition coil integrated with the igniter, and the opening / closing timing of the intake valve can be changed A control signal to the variable valve timing mechanism is output via the output port. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 as necessary. 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 signal from a crank position sensor (not shown) attached to the crankshaft 26.

  Each of the motors MG1 and MG2 is configured as a known synchronous generator motor including a rotor in which a permanent magnet is embedded and a stator in which a three-phase coil is wound. As shown in FIG. 2, the inverters 41 and 42 include six transistors T11 to T16 and T21 to 26, and six diodes D11 to D16 and D21 connected in parallel to the transistors T11 to T16 and T21 to T26 in the reverse direction. D26. Two transistors T11 to T16 and T21 to T26 are arranged in pairs so as to be on the source side and the sink side with respect to the positive and negative buses of the drive voltage system power line 54a, respectively. The three-phase coils (U-phase, V-phase, W-phase) of the motors MG1, MG2 are connected to the connection points. Therefore, by adjusting the on-time ratios of the transistors T11 to T16 and T21 to T26 that make a pair while the voltage is applied to the inverters 41 and 42, a rotating magnetic field can be formed in the three-phase coil, and the motors MG1, The MG2 can be driven to rotate. Since the inverters 41 and 42 share the positive and negative buses of the drive voltage system power line 54a, the power generated by one of the motors MG1 and MG2 can be supplied to another motor. A smoothing capacitor 57 is connected to the positive and negative buses of the drive voltage system power line 54a.

  As shown in FIG. 2, the boost converter 55 is configured as a boost converter including two transistors T51 and T52, two diodes D51 and D52 connected in parallel to the transistors T51 and T52 in the reverse direction, and a reactor L. . The two transistors T51 and T52 are connected to the positive bus of the drive voltage system power line 54a, the negative bus of the drive voltage system power line 54a and the battery voltage system power line 54b, respectively, and the connection point between the transistors T51 and T52 and the battery Reactor L is connected to the positive electrode bus of voltage system power line 54b. Therefore, by turning on and off the transistors T51 and T52, the power of the battery voltage system power line 54b is boosted and supplied to the drive voltage system power line 54a, or the power of the drive voltage system power line 54a is decreased and the battery voltage system Or can be supplied to the power line 54b. A smoothing capacitor 58 is connected to the positive and negative buses of the battery voltage system power line 54b. Hereinafter, boosting (increasing) the voltage VH of the drive voltage system power line 54a with respect to the voltage VL of the battery voltage system power line 54b by the boost converter 55 may be referred to as boosting by the boost converter 55.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from a rotational position detection sensor (not shown) that detects the rotational position of the rotor of the motors MG1 and MG2, and currents (not shown). The phase current applied to the motors MG1 and MG2 detected by the sensor, the voltage of the capacitor 57 (voltage of the drive voltage system power line 54a) VH from the voltage sensor 57a attached between the terminals of the capacitor 57, and the terminal of the capacitor 58 The voltage of the capacitor 58 (voltage of the battery voltage system power line 54b) VL or the like from the voltage sensor 58a mounted therebetween is input via the input port, and from the motor ECU 40, the transistors T11 to T11 of the inverters 41 and 42 are input. Switching control signal to T16, T21 to T26 and boost converter The switching control signals to the transistors T51 and T52 of the data 55 are output via the output port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 determines the electrical angles θe1 and θe2 of the rotors of the motors MG1 and MG2 and the rotational angular velocities ωm1 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensor. , Ωm2, and the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are also calculated.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor (not shown) installed between the terminals of the battery 50 and a power line connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 50, and the like are input. Send to. Further, in order to manage the battery 50, the battery ECU 52 is a power storage that is a ratio of the capacity of the electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor. The ratio SOC is calculated, and the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 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 81, and an accelerator opening degree from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects 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. As described above, the HVECU 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. The shift position SP includes a parking position, a neutral position, a drive position for forward travel, a reverse position for reverse travel, and the like.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. The torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the battery 50 is met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2. The required power is output to the drive shaft 36 with conversion. Charge-discharge drive mode for driving and controlling the motors MG1 and MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. Note that both 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 drive shaft 36 with the operation of the engine 22. Can be considered as an engine operation mode. Here, since the engine operation mode involves the operation of the engine 22 and the driving of the motors MG1 and MG2, it is also referred to as a hybrid mode (HV mode). The motor operation mode is determined from the motor MG2 while the operation of the engine 22 is stopped. Since it travels only with the motive power of, it is also called an electric travel mode (EV mode).

  In the engine operation mode (HV mode), the HVECU 70 sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, Driving power Pdrv * required for traveling is obtained by multiplying the set required torque Tr * by the rotational speed Nr of the drive shaft 36 (for example, the rotational speed Nm2 of the motor MG2 or the rotational speed obtained by multiplying the vehicle speed V by a conversion factor). And the charge / discharge required power Pb * of the battery 50 obtained based on the storage ratio SOC of the battery 50 (a positive value when discharged from the battery 50) is subtracted from the calculated traveling power Pdrv * from the engine 22 The required power Pe * is set as the power to be output. Then, the required power Pe * is applied to an operation line (for example, an optimum fuel efficiency operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can output the required power Pe * from the engine 22 efficiently. The target rotational speed Ne * and the target torque Te * of 22 are set so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. The torque command Tm1 * as a torque to be output from the motor MG1 is set by the rotational speed feedback control, and the torque acting on the drive shaft 36 via the planetary gear 30 when the motor MG1 is driven by the torque command Tm1 * is the required torque Tr * Subtract from * to set the motor MG2 torque command Tm2 * and set the target of the engine 22 The rolling speed Ne * and the target torque Te * capital transmitted to the engine ECU 24, the torque command Tm1 * of the motor MG1, MG2, for Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * of the engine 22 controls the intake air amount of the engine 22 and fuel injection so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs control, ignition control, etc., and receives the torque commands Tm1 *, Tm2 * of the motors MG1, MG2, the transistors of the inverters 41, 42 so that the motors MG1, MG2 are driven by the torque commands Tm1 *, Tm2 *. Switching control of T11 to T16 and T21 to T26 is performed. By performing such control and control of the boost converter 55 described later, the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 while operating the engine 22 efficiently. You can travel.

  In the motor operation mode (EV mode), the HVECU 70 sets a required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, and sets a value 0 to the torque command Tm1 * of the motor MG1. In addition, the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50, and the drive voltage system is set according to the travel power Pdrv *. Target voltage VH * of power line 54a is set, and torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to motor ECU 40. When the motor ECU 40 receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the transistors T11 to T16 and T21 of the inverters 41 and 42 are driven so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. T26 switching control is performed. By performing such control and control of the boost converter 55 described later, the engine 22 is stopped by operating and outputs the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. can do.

  Here, control of the inverters 41 and 42 will be described. In the embodiment, the inverters 41 and 42 are controlled by any one of a sine wave control method, an overmodulation control method, and a rectangular wave control method. Here, the sine wave control method is a pulse width modulation (PWM) control that adjusts the ratio of the on-time of the transistors T11 to T16 and T21 to T26 by comparing the voltage command of the motors MG1 and MG2 with the triangular wave (carrier wave) voltage. In this control method, pseudo three-phase AC voltage obtained by converting a sinusoidal voltage command having an amplitude equal to or smaller than the amplitude of the triangular wave voltage is supplied to the motors MG1 and MG2. The overmodulation control system is a control system that supplies an overmodulation voltage obtained by converting a sinusoidal voltage command having an amplitude larger than the amplitude of the triangular wave voltage to the motors MG1 and MG2 in the pulse width modulation control. Furthermore, the rectangular wave control method is a control method for supplying a rectangular wave voltage to the motors MG1 and MG2. In the sine wave control method, the modulation rate (voltage utilization rate) Rm as a ratio of the amplitude of the sine wave voltage command to the voltage VH of the drive voltage system power line 42 is a value 0 to a value Rref1 (about 0.61). In the overmodulation control method, the modulation rate Rm is in the range of the value Rref1 (about 0.61) to the value Rref2 (about 0.78), and in the rectangular wave control method, the modulation rate Rm is the value Rref2 (about 0. 78) and becomes constant. Hereinafter, control of the inverter 41 will be described. The control of the inverter 42 can be considered similarly to the control of the inverter 41.

  In the embodiment, the control method of the inverter 41 is driven according to the correspondence relationship between the voltage VH of the drive voltage system power line 54a, the target drive point OPm1 (torque command Tm1 *, rotation speed Nm1) of the motor MG1, and the control method of the inverter 41. The voltage VH of the voltage system power line 54a and the target drive point OPm1 of the motor MG1 are applied and set. FIG. 3 is an explanatory diagram showing an example of a correspondence relationship between the voltage VH of the drive voltage system power line 54a, the target drive point OPm1 of the motor MG1, and the control method of the inverter 41. As shown in the figure, the control method of the inverter 41 is, for each voltage VH of the drive voltage system power line 54a, a sine wave control method in order from the side where the torque command Tm1 * of the motor MG1 and the rotation speed Nm1 are smaller. The sine wave control method area (sine wave area), the over modulation control area (over modulation area), and the rectangular wave control area (rectangular wave area) are determined so that the over modulation control method and the rectangular wave control method are used. In addition, the boundary between the sine wave region and the overmodulation region and the boundary between the overmodulation region and the rectangular wave region are determined such that the higher the voltage VH of the drive voltage system power line 54a, the higher the rotation speed and the high torque side. Yes. In general, the motor MG1 and the inverter 41 improve the output responsiveness and controllability of the motor MG1 in the order of the rectangular wave control method, the overmodulation control method, and the sine wave control method, the output becomes smaller, and the switching loss of the inverter 41 And so on. Therefore, in the region of low rotation speed and low torque, the output responsiveness and controllability of the motor MG1 can be improved by controlling the inverter 41 by the sine wave control method. Further, in the high rotation speed and high torque region, by controlling the inverter 41 by the rectangular wave control method, a large output can be achieved and the switching loss of the inverter 41 can be reduced.

  In the sine wave control method, the sum of the phase currents Iu, Iv, Iw flowing in the U-phase, V-phase, and W-phase of the three-phase coil of the motor MG1 is set to 0, and the electrical angle θe1 of the rotor of the motor MG1 is used. , V-phase currents Iu and Iv are converted into d-axis and q-axis currents Id and Iq (three-phase to two-phase conversion), and d-axis and q-axis current commands according to torque command Tm1 * of motor MG1 Id * and Iq * are set, and d-axis and q-axis voltage commands Vd * and Vq are set by current feedback control so that the d-axis and q-axis currents Id and Iq become the current commands Iq * and Iq *. * Is calculated, and the calculated d-axis and q-axis voltage commands Vd * and Vq * are applied to the U-phase, V-phase, and W-phase of the three-phase coil of the motor 22 using the electrical angle θe1 of the rotor of the motor MG1. Coordinate conversion (2-phase to 3-phase conversion) to voltage commands Vu *, Vv *, Vw * The voltage commands Vu *, Vv *, Vw * that have undergone coordinate conversion are converted into PWM signals for switching the transistors T11 to T16 of the inverter 41, and the converted PWM signals are output to the inverter 41, whereby the transistor T11 of the inverter 41 is output. Switching control of ~ T16 is performed. In this sine wave control method, the amplitude of a sine wave voltage command used for generating a PWM signal (the voltage obtained as the square root of the sum of the square of the d-axis voltage command Vd * and the square of the q-axis voltage command Vq *) The command magnitude Vr) becomes equal to or lower than the triangular wave (carrier wave) voltage, and the motor MG1 can be driven and controlled with high output responsiveness and controllability. Since it is not necessary to synchronize the frequency of the electrical cycle of the motor MG1 and the carrier frequency, the high frequency noise caused by the motor MG1 is suppressed by controlling the inverter 41 using a frequency outside the audible range as the carrier frequency, and driving. It is possible to suppress discomfort to the person.

  In the overmodulation control method, the sum of the phase currents Iu, Iv, Iw flowing in the U-phase, V-phase, and W-phase of the three-phase coil of the motor MG1 is set to 0, and the electrical angle θe1 of the rotor of the motor MG1 is used. , V-phase currents Iu and Iv are converted to d-axis and q-axis currents Id and Iq (3-phase to 2-phase conversion) and processed after d-axis and q-axis currents Id and Iq After annealing, calculate the currents Idmo and Iqmo, set the d-axis and q-axis current commands Id * and Iq * according to the torque command Tm1 * of the motor MG1, and after d-axis and q-axis annealing The d-axis and q-axis voltage commands Vd * and Vq * are calculated by current feedback control so that the currents Idmo and Iqmo become the current commands Iq * and Iq *, and the square of the d-axis voltage command Vd * is calculated. Obtained as the square root of the sum of the square of the q-axis voltage command Vq * The corrected voltage commands Vdmo * and Vqmo * are calculated by correcting the d-axis and q-axis voltage commands Vd * and Vq * so that the voltage command voltage Vr is applied to the motor MG1. , Q-axis corrected voltage commands Vdmo *, Vqmo * are applied to the U-phase, V-phase, and W-phase of the three-phase coil of the motor 22 using the electrical angle θe1 of the rotor of the motor MG1. Coordinate conversion to Vv * and Vw * (two-phase to three-phase conversion), and the voltage commands Vu *, Vv *, and Vw * that have undergone the coordinate conversion are converted into PWM signals for switching the transistors T11 to T16 of the inverter 41, By outputting the converted PWM signal to the inverter 41, switching control of the transistors T11 to T16 of the inverter 41 is performed. In this overmodulation control method, the voltage command magnitude Vr is larger than the triangular wave (carrier wave) voltage and includes a relatively large rectangular wave pulse, so that the torque fluctuation is larger than in the sine wave control method, Controllability of motor MG1 is reduced. Therefore, in order to improve controllability, it is necessary to synchronize the frequency of the electric cycle of the motor MG1 and the carrier frequency. As a result, depending on the rotational speed Nm1 (frequency of the electrical cycle) of the motor MG1, a frequency outside the audible range cannot be used as the carrier frequency, and high-frequency noise is generated in the motor MG1, which may cause discomfort to the driver. . In particular, when the interior of the vehicle is relatively high, such as when traveling at a low vehicle speed, it is easy to give such discomfort to the driver.

  In the rectangular wave control method, the sum of the phase currents Iu, Iv, Iw flowing in the U-phase, V-phase, and W-phase of the three-phase coil of the motor MG1 is set to 0, and the electrical angle θe1 of the rotor of the motor MG1 is used. , V-phase currents Iu and Iv are converted to d-axis and q-axis currents Id and Iq (3-phase to 2-phase conversion) and processed after d-axis and q-axis currents Id and Iq The post-annealing currents Idmo and Iqmo are calculated, and the estimated torque Tm1est of the motor MG1 is obtained according to the calculated post-annealing currents Idmo and Iqmo of the d-axis and q-axis, and the estimated torque Tm1est of the motor MG1 is calculated as a torque command. The voltage phase command θp * is calculated by torque feedback control for achieving Tm1 *, and the rectangular wave signal is applied so that a rectangular wave voltage based on the calculated voltage phase command θp * is applied to the motor MG1. And outputs to the transistor T11 to T16 of the inverter 41 performs switching control of the transistors of the inverter 41 T11 to T16 by. In this rectangular wave control method, since a triangular wave (carrier wave) is not used, there is no problem that high-frequency noise caused by the carrier frequency is generated in the motor MG1.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is started, the HVECU 70 is driven by the motor MG1 while the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. Torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and transmitted to the motor ECU 40 so that the engine 22 is cranked, and the rotational speed Ne of the engine 22 is a predetermined rotational speed Nst (for example, 1000 rpm or 1200 rpm). When the above is reached, a start control signal is transmitted to the engine ECU 24 so that fuel injection control and ignition control are started. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. The engine ECU 24 that has received the start control signal starts fuel injection control and ignition control of the engine 22.

  Further, in the hybrid vehicle 20 of the embodiment, the HVECU 70 determines the voltage Vm1 required to drive the motor MG1 at the target operating point OPm1 composed of the torque command Tm1 * of the motor MG1 and the rotational speed Nm1, and the torque command Tm2 * of the motor MG2. The higher one of the voltage Vm2 required to drive the motor MG2 at the target operating point OPm2 having the rotation speed Nm2 is set as the target voltage VH * of the drive voltage system power line 54a and transmitted to the motor ECU 40. Then, switching control of the transistors T51 and T52 of the boost converter 55 is performed so that the voltage VH of the drive voltage system power line 54a becomes the target voltage VH *. This suppresses the loss in boost converter 55 caused by making voltage VH of drive voltage system power line 54a higher than necessary (for example, boosting is performed when boosting by boost converter 55 is not necessary). Can do.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation in the non-boosting EV mode in which the boosting by the boosting converter 55 is not performed and the vehicle is running in the motor operation mode (EV mode) will be described. . FIG. 4 is a flowchart illustrating an example of a non-boosting EV mode processing routine executed by the HVECU 70 of the embodiment. This routine is started when the non-boosting EV mode is started.

  When the non-boosting EV mode processing routine is executed, first, the HVECU 70 starts from the start of the engine 22 when it is assumed to start the engine 22 from the present state (from the current state) until immediately after the start of the motor MG1. The estimated trajectory of the target operating point OPm1 (the state of the estimated change) and the estimated trajectory of the overmodulation region are input (step S100).

  Here, the estimated trajectory of the target operating point OPm1 of the motor MG1 from the start of the engine 22 to immediately after the start is completed is that the cranking torque Tcr for cranking the engine 22 is determined from the motor MG1 while the engine 22 is starting. It is assumed that the cranking torque Tcr and the change in the rotational speed Nm1 of the motor MG1 when the engine 22 is cranked and started to be used are estimated and used. The engine operation mode ( The target drive point OPm1 of the motor MG1 immediately after the start of traveling in the HV mode) is estimated and used.

  Further, the trajectory of the overmodulation region from the start of the engine 22 to immediately after the start is completed estimates the state of the change in the voltage Vb between the terminals of the battery 50 from the start of the engine 22 to immediately after the start is completed. It is considered that the voltage VH of the system power line 54a (the voltage Vb between the terminals of the battery 50 and the voltage VL of the battery voltage system power line 54b) is changed, and the state of the overmodulation region is changed (see FIG. 3). Replaced and used. This is because the battery 50 generally has a characteristic that the inter-terminal voltage Vb tends to be lower as the storage ratio SOC is lower, so that the drive voltage system power line 54a is not boosted by the boost converter 55. The relationship between the voltage VH and the overmodulation region can be considered in the same manner as in FIG.

  When the estimated trajectory of the target operating point OPm1 of the motor MG1 and the estimated trajectory of the overmodulation region are input in this way, the input estimated trajectory of the target operating point OPm1 of the motor MG1 and the estimated trajectory of the overmodulation region are compared. It is determined whether the target operating point OPm1 of the motor MG1 is in a sine wave starting state where the rotational speed is lower than that of the overmodulation region (within the sine wave region) from the start of the start to immediately after the start is completed (prediction) (Steps S110 and S112).

  When it is determined (predicted) that the sine wave start state is not established, the process returns to step S100. When it is determined (predicted) that the sine wave start state is established, it is determined that the engine 22 start condition is satisfied, and the motor operation is performed. The traveling in the mode (EV mode) is stopped, the engine 22 is cranked and started by the motor MG1 (step S120), and this routine is finished. As a result, it is possible to avoid controlling the inverter 41 by the overmodulation control method from the start of the engine 22 to immediately after the completion of the start, resulting in the motor MG1 during the start of the engine 22 or immediately after the start. High frequency noise can be suppressed.

  When the engine 22 is started and the mode is changed to the engine operation mode (HV mode), the engine 22 and the motors MG1 and MG2 are controlled so that the required torque Tr * is output to the drive shaft 36 while the battery 50 is charged. To do. As a result, the battery 50 is charged and the inter-terminal voltage Vb of the battery 50 (the voltage VH of the drive voltage system power line 54a) increases, so that the overmodulation region is set to the high rotation speed and high torque side as in FIG. The target operating point OPm1 of the motor MG1 can be made difficult to enter the overmodulation region.

  According to the hybrid vehicle 20 of the embodiment described above, starting is not completed from the start of the engine 22 in the non-boosting EV mode in which the boosting by the boosting converter 55 is not performed and the vehicle is operating in the motor operation mode (EV mode). When it is predicted that the target operating point OPm1 of the motor MG1 is in a sine wave starting state where the rotational speed is lower than the overmodulation region and the torque is lower (within the sine wave region), the engine 22 is closed by the motor MG1. Since the engine is started by ranking, high-frequency noise caused by the motor MG1 during the start of the engine 22 or immediately after the start is completed can be suppressed.

  In the hybrid vehicle 20 of the embodiment, in the non-boosting EV mode, the estimated trajectory (the estimated change state) of the target operating point OPm1 of the motor MG1 from the start of the engine 22 to immediately after the start is completed and the estimation of the overmodulation region The locus is used to predict whether or not the sine wave is in the starting state, but the estimated locus of the required torque Tr * from the start of the engine 22 to immediately after the start and the voltage Vb between the terminals of the battery 50 (drive) The estimated locus of the target operating point OPm1 of the motor MG1 from the start of the start of the engine 22 to immediately after the completion of the start using the estimated locus of the voltage VH of the voltage system power line 54a) It is good also as what predicts whether it is a sine wave starting state by determining whether it is away from the extent or more.

  In the hybrid vehicle 20 of the embodiment, when it is predicted that the sine wave start state is not in the non-boosting EV mode, the motor operation mode (EV mode) is continued without starting the engine 22, and the sine wave start state is assumed. When predicted, the engine 22 is started to shift to the engine operation mode (HV mode), but is the same as the non-boosting EV mode processing routine of FIG. 4 except that the processing of steps S114 and S116 is added. As illustrated in the non-boosting EV mode processing routine of the modified example of FIG. 5, when it is determined (predicted) that the sine wave start state is not established in steps S110 and S112, the engine 22 starts from the start to immediately after the start is completed. The rectangular wave start is such that the target operating point OPm1 of the motor MG1 is at a higher rotational speed and higher torque side (within the rectangular wave region) than the overmodulation region. It is determined (predicted) whether or not it is in the state (steps S114 and S116), and when it is determined (predicted) that the state is not the rectangular wave starting state, the process returns to step S100 and is determined (predicted) as the rectangular wave starting state. If it is determined that the start condition of the engine 22 is satisfied, the running in the motor operation mode (EV mode) is stopped, and the engine 22 is cranked and started by the motor MG1 (step S120). It is good also as ending. In this case, as in the embodiment, it is possible to avoid controlling the inverter 41 by the overmodulation control method from the start of the engine 22 to immediately after the start is completed. High frequency noise caused by the motor MG1 can be suppressed. In this modification, when the engine 22 is started and the engine operation mode (HV mode) is shifted to the predicted state of the rectangular wave, the battery 50 is not charged as much as possible and the required torque Tr * is driven to the drive shaft 36. The engine 22 and the motors MG1, MG2 are controlled so as to be output to the vehicle. As a result, it is possible to suppress the overmodulation region from reaching the high rotation speed and high torque side, and to prevent the target operating point OPm1 of the motor MG1 from easily entering the overmodulation region, that is, the inverter 41 in a rectangular wave control system. Can be easily controlled.

  In this modified example, as with the hybrid vehicle 20 of the embodiment, the booster converter 55 that can adjust the voltage VH of the drive voltage system power line 54a in a range equal to or higher than the voltage VL of the battery voltage system power line 54b is provided. In addition, a step-down converter that can adjust the voltage VH of the drive voltage system power line 54a within the range of the voltage VL of the battery voltage system power line 54b or less may be provided, or the voltage VH of the drive voltage system power line 54a may be A step-up / step-down converter that can be adjusted to be lower or higher than the voltage VL of the system power line 54b may be provided. When a step-down converter or a step-up / down converter is provided in place of the step-up converter 55, in this modification, when it is predicted that the sine wave start state is not established, the voltage VH of the drive voltage system power line 54a is changed to the voltage VL of the battery voltage system power line 54b. The pressure may be lowered (lowered). In this way, the overmodulation region can be set to a lower rotational speed and lower torque side, so that it can be easily predicted that the rectangular wave start state is set.

  Further, in this modified example, when the engine 22 is started and shifted to the engine operation mode (HV mode), the engine 22 and the motor MG1 are output so that the required torque Tr * is output to the drive shaft 36 without charging the battery 50 as much as possible. , MG2 is controlled so as to make it easier to continue to control the inverter 41 by the rectangular wave control method, but the target operating point OPm1 of the motor MG1 is nevertheless within the overmodulation region. In this case, the boost converter 55 may be controlled so that the voltage VH of the drive voltage system power line 54a is increased to a voltage for controlling the inverter 41 by the sine wave control method. In this way, high frequency noise caused by the motor MG1 can be suppressed. It should be noted that a step-down converter or a step-up / down converter is provided in place of the step-up converter 55, and the target operating point OPm1 of the motor MG1 is in a state where the voltage VH of the drive voltage system power line 54a is lower than the voltage VL of the battery voltage system power line 54b. When falling within the overmodulation region, the voltage VH of the drive voltage system power line 54a is stopped from being lowered (lowered) with respect to the voltage VL of the battery voltage system power line 54b, so that the two are substantially equal. It is good.

  In the hybrid vehicle 20 of the embodiment, the operation in the non-boosting EV mode has been described. However, in the non-boosting HV mode in which the boosting by the boosting converter 55 is not performed and the vehicle is running in the engine operation mode (HV mode), FIG. The processing routine in the non-boosting HV mode illustrated in FIG. This routine is repeatedly executed in the non-boosting HV mode.

  When the non-boosting HV mode processing routine is executed, first, the HVECU 70 first sets the target operating point OPe of the engine 22 consisting of the target rotational speed Ne * and the target torque Te * of the engine 22, the torque command Tm1 * of the motor MG1, and The target operating point OPm1 of the motor MG1 having the rotational speed Nm1 is input (step S200), and the target operating point OPm1 of the motor MG1 is within the overmodulation region using the input target operating point OP1 of the motor MG1 and FIG. Whether or not (steps S210 and S212) and when the target operating point OPm1 of the motor MG1 is outside the overmodulation region, this routine is finished as it is. In this case, boosting by boost converter 55 is not performed, engine 22 is operated at target operating point OPe, and motor MG1 is driven at target operating point OPm1mo (inverter 41 is controlled by a sine wave control method or a rectangular wave control method). The engine 22, the inverters 41 and 42, and the boost converter 55 are controlled so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50.

  On the other hand, when the target operating point OPm1 of the motor MG1 is in the overmodulation region, the operating point for driving the target operating point OPm1 of the motor MG1 with equal power and the inverter 41 by the sine wave control method is changed to the changed operating point OPm1mo ( Torque Tm1mo, rotation speed Nm1mo) (step S220), and a change operation point OPemo (torque Temo, rotation speed Nemo) of the engine 22 is set so that the motor MG1 can be driven at the change operation point OPm1mo (step S230). . FIG. 7 is an explanatory diagram showing an example of the target operating point OPm1 and the changed operating point OPm1mo of the motor MG1. The change operation point OPm1mo of the motor MG1 is set by setting an operation point on the equal power line passing through the target operation point OPm1 and in the sine wave region as shown in the figure. The change operation point OPemo of the engine 22 is set by converting the torque Tm1mo into the carrier torque of the planetary gear 30 using the torque Tm1mo at the change operation point OPm1mo of the motor MG1 and the gear ratio ρ of the planetary gear 30. The torque Temo was calculated by reversing, and the required power Pe * was divided by the torque Temo to calculate the rotation speed Nemo. The changed operating point OPemo of the engine 22 set in this way is an operating point that is out of the fuel efficiency optimal operating line (an operating point with lower efficiency than the target operating point OPe). If the engine 22 is operated at the change operation point OPemo and the motor MG1 is driven at the change operation point OPm1mo, the operation point of the motor MG2 is also the target in order to output the required torque Tr * to the drive shaft 36. Since it is necessary to change from the operating point OPm2 (torque command Tm2 *, rotational speed Nm2) to the changed operating point OPm2mo (torque Tm2mo, rotational speed Nm2) corresponding to the changed operating point OPm1mo, high-frequency noise caused by the motor MG2 is also suppressed. In order to achieve this, the change operation points OPm1mo are determined so that the change operation points OPm1mo and OPm2mo are in a sine wave region or a rectangular wave region (so that the inverters 41 and 42 are driven by a sine wave control method or a rectangular wave control method). Is preferred.

  Subsequently, the voltage VH of the drive voltage system power line 54a in which the target operating point OPm1 of the motor MG1 is in the sine wave region is set as the change voltage VHmo (step S240). Then, the operating point-based decrease ΔE1 that is a decrease in the energy efficiency of the vehicle due to the change of the operating point of the engine 22 from the target operating point OPe to the changed operating point OPemo, and the voltage VH of the drive voltage system power line 54a Is compared with a voltage-induced decrease ΔE2, which is a decrease in the energy efficiency of the vehicle due to the change from the voltage VL of the battery voltage system power line 54b to the change voltage VHmo (step S250). Here, the operating point-induced decrease ΔE1 is a comparison between the vehicle energy efficiency when the engine 22 is operated at the target operating point OPe and the vehicle energy efficiency when the engine 22 is operated at the changed operating point OPemo. Can be obtained. Further, the boost-induced decrease ΔE2 is the vehicle energy efficiency when boosting by the boost converter 55 is not performed, and the vehicle energy when the boost converter 55 adjusts the voltage VH of the drive voltage system power line 54a to the change voltage VHmo. It can be determined by comparing efficiency.

  When the operating point-induced decrease ΔE1 is smaller than the boost-induced decrease ΔE2, this routine is terminated as it is. In this case, boosting by boost converter 55 is not performed, engine 22 is operated at change operation point OPemo, motor MG1 is driven at change operation point OPm1mo (inverter 41 is controlled by a sine wave control method), and battery 50 is turned on. The engine 22, the inverters 41 and 42, and the boost converter 55 are controlled so that the required torque Tr * is output to the drive shaft 36 within the range of the output limits Win and Wout. Specifically, the HVECU 70 resets the change operation point OPemo (torque Temo, rotation speed Nemo) as the target operation point OPe (target torque Te *, target rotation speed Ne *) of the engine 22 and changes the operation point OPm1mo ( Torque Tm1mo, rotation speed Nm1mo) is reset as target operating point OPm1 (torque command Tm1 *, target rotation speed Nm1 *) of motor MG1, and based on these, torque command Tm2 * of motor MG2 is reset and each target is reset. The value is transmitted to the engine ECU 24 and the motor ECU 40, and the engine ECU 24 and the motor ECU 40 control the engine 22 and the inverters 41 and 42 based on the received data. Thereby, the high frequency noise resulting from motor MG1 can be suppressed, suppressing the fall of the energy efficiency of a vehicle more.

  When the operating point-induced decrease ΔE1 is greater than or equal to the boost-induced decrease ΔE2 in step S250, boosting by the boost converter 55 is started (step S260), and this routine is terminated. When boosting by the boost converter 55 is started in this way, the voltage VH of the drive voltage system power line 54a is adjusted to the change voltage VHmo, the engine 22 is operated at the target operating point OPe, and the motor MG1 is driven at the target operating point OPm1 (inverter 41 is controlled by a sine wave control system), and the required torque Tr * is output to the drive shaft 36 within the range of the input and output limits Win and Wout of the battery 50, the engine 22, the inverters 41 and 42, the boost converter 55, Will be controlled. Thereby, the high frequency noise resulting from motor MG1 can be suppressed.

  In this modification, when the target operating point OPm1 of the motor MG1 is in the overmodulation region in the non-boosting HV mode, if the operating point-induced decrease ΔE1 is smaller than the boosting-induced decrease ΔE2, boosting by the boost converter 55 is performed. Instead, the engine 22 is operated at the change operation point OPemo, the motor MG1 is driven at the change operation point OPm1mo (the inverter 41 is controlled by the sine wave control method), and is requested within the range of the input / output limits Win and Wout of the battery 50. Since the engine 22, the inverters 41 and 42, and the boost converter 55 are controlled so that the torque Tr * is output to the drive shaft 36, the high-frequency noise caused by the motor MG1 is further suppressed while further reducing the energy efficiency of the vehicle. can do.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 8, the drive shaft 36 transmits the power from the motor MG2. It may be connected to an axle (an axle connected to the drive wheels 39a and 39b in FIG. 8) different from the connected axle (the axle to which the drive wheels 38a and 38b are connected).

  In the hybrid vehicle 20 of the embodiment, the three rotational elements of the planetary gear 30 are connected to the engine 22, the motor MG1, and the drive shaft 36, and the motor MG2 is connected to the drive shaft 36. As illustrated in the hybrid vehicle 220, in addition to these hardware configurations, the axle (the drive wheels 39a and 39b in FIG. 8) is different from the axle to which the drive shaft 36 is connected (the axle to which the drive wheels 38a and 38b are connected). The motor MG3 connected to the axle (which is connected to the drive shaft) via the differential gear 37R, and the inverter 43 connected to the drive voltage system power line 54a to drive the motor MG3 may be provided. Here, similarly to the motors MG1 and MG2, the motor MG3 is configured as a well-known synchronous generator motor including a rotor embedded with permanent magnets and a stator wound with a three-phase coil. Like the inverters 41 and 42, is constituted by six transistors T31 to T36 and six diodes D31 to D36 connected in parallel to the transistors T31 to T36 in the reverse direction.

  In the hybrid vehicle 220 of this modified example, the vehicle travels in the engine operation mode (HV mode) and the motor operation mode (EV mode), similarly to the hybrid vehicle 20 of the embodiment. In the engine operation mode (HV mode), the HVECU 70 sets the required torque Tr * based on the torque required for traveling converted into the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, and the hybrid of the embodiment. Similarly to the automobile 20, the required power Pe *, the target rotational speed Ne * of the engine 22, the target torque Te *, and the torque command Tm1 * of the motor MG1 are set, and the torque distribution kf, kr of the front and rear wheels is set to the required torque Tr *. It is assumed that the torque applied to the drive shaft 36 via the planetary gear 30 when the motor MG1 is driven by the torque command Tm1 * is reduced from the value obtained by multiplying the torque distribution kf of the front wheels among (kf + kr = 1). The motor MG is obtained by setting the torque command Tm2 * and multiplying the required torque Tr * by the torque distribution kr of the rear wheels. Is set as the torque command Tm3 * of the target rotation speed Ne * and the target torque Te * TMG sends to the engine ECU 24, the torque command Tm1 *, Tm2 *, Tm3 * for sending to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * then controls the intake air amount and the fuel injection control in the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. Perform ignition control. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 *, and Tm3 * receives the transistors T11 of the inverters 41, 42, and 42R so that the motors MG1, MG2, and MG3 are driven by the torque commands Tm1 *, Tm2 *, and Tm3 *. Switching control of T16, T21 to T26, and T51 to T36 is performed.

  In the motor operation mode (EV mode), the HVECU 70 sets the required torque Tr * based on the torque required for traveling converted into the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, and the torque of the motor MG1. A torque command Tm2 * of the motor MG2 is set by setting a value 0 to the command Tm1 * and multiplying the required torque Tr * by the torque distribution kf of the front wheel. Further, the torque distribution kr of the rear wheel is set to the required torque Tr *. The multiplied one is set as a torque command Tm3 * of the motor MG3, and these are transmitted to the motor ECU 40. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 * Tm3 * causes the transistors T11 to 41R of the inverters 41, 42, 42R so that the motors MG1, MG2, MG3 are driven by the torque commands Tm1 *, Tm2 *, Tm3 *. Switching control of T16, T21-26, T51-T36 is performed.

  In the hybrid vehicle 220 of the modified example configured as described above, the HVECU 70 repeatedly executes the travel time processing routine illustrated in FIG. 10 when traveling in the engine operation mode (HV mode) or the motor operation mode (EV mode). . When the travel time processing routine is executed, the HVECU 70 first inputs the torque command Tm2 * of the motor MG2 and the target drive point OPm2 of the motor MG2 composed of the rotation speed Nm2 (step S300), and the target of the input motor MG2 It is determined whether or not the driving point OPm2 is within the overmodulation region (step S310). When the target operating point OPm2 of the motor MG2 is outside the overmodulation region, this routine is terminated as it is.

  On the other hand, when the target operating point OPm2 of the motor MG2 is in the overmodulation region, the operating point outside the overmodulation region (in the sine wave region or rectangular wave region) is set as the changed operation point OPm2mo (torque Tm2mo, rotation speed Nm2). At the same time (step S320), the change operation point OPm3mo (torque Tm3mo, rotation speed Nm3) of the motor MG3 is set using the set change operation point OPm2mo (step S330), and this routine ends. In this case, the inverters 42 and 43 are controlled so that the motors MG2 and MG3 are driven not by the target operating points OPm2 and OPm3 but by the changed operating points OPm2mo and OPm3mo. Here, target operation points OPm2 (torque command Tm2 *, rotation speed Nm2), OPm3 (torque command Tm3 *, rotation speed Nm3 and change operation point OPm2mo (torque Tm2mo, rotation speed Nm2), OPm3mo (torque) of motors MG2 and MG3 The relationship between the torque command Tm2 * and the torque command Tm3 * is equal to the sum of the torque Tm2mo and the torque Tm3mo, and the target operating points OPm2 and OPm3 of the motors MG2 and MG3. 11 shows an example of the change operation points OPm2mo and OPm3mo, which can suppress high-frequency noise caused by the motor MG2.The change operation point OPm2mo also suppresses high-frequency noise caused by the motor MG3. Change operating points OPm2mo, OPm3mo are sine So that an area or a rectangular wave region (so that the inverter 43 is driven by a sine wave control method and rectangular wave control method) preferably determined.

  The hybrid vehicle 20 of the embodiment includes the boost converter 55 that can adjust the voltage VH of the drive voltage system power line 54a within the range of the voltage VL of the battery voltage system power line 54b. It may not be.

  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 “engine”, the motor MG1 corresponds to the “first motor”, the inverter 41 corresponds to the “first inverter”, the planetary gear 30 corresponds to the “planetary gear”, and the motor MG2 Corresponds to the “second motor”, the inverter 42 corresponds to the “second inverter”, the battery 50 corresponds to the “battery”, and executes the non-boosting EV mode processing routine of FIG. The engine ECU 24 that controls the engine 22 based on the data from the HVECU 70 and the motor ECU 40 that controls the motors MG1, MG2 and the boost converter 55 based on the data from the HVECU 70 correspond 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.

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 32 drive shaft, 37 differential gear, 38a, 38b, 39a, 39b drive wheel, 40 for motor Electronic control unit (motor ECU), 41, 42, 43 Inverter, 50 battery, 52 Battery electronic control unit (battery ECU), 54a High voltage system power line, 54b Battery voltage system power line, 55 Boost converter, 57, 58 Capacitors, 57a, 58a Voltage sensor, 70 Hybrid electronic control unit (HVECU), 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 vehicle speed sensor, D11 to D16, D21 to D26, D31 to D36, D51, D52 diode, L reactor, MG1, MG2, MG3 motor, T11 to T16, T21 to T26, T31 to T36, T51, T52 transistors.

Claims (1)

Three rotation elements are connected to the engine, the first motor, the first inverter that drives the first motor, the drive shaft coupled to the axle, the output shaft of the engine, and the rotation shaft of the first motor. A planetary gear, a second motor having a rotation shaft connected to the drive shaft, a second inverter for driving the second motor, the first motor and the second inverter via the first inverter and the second inverter. A battery capable of exchanging power with two motors, the engine is intermittently operated, and the first inverter and the second inverter are controlled by any one of a sine wave control method, an overmodulation control method, and a rectangular wave control method. Control means for controlling the engine, the first inverter, and the second inverter so that the required torque for traveling is output to the drive shaft. In the hybrid automobile,
The control means is configured to stop the operation of the engine and travel only by power from the second motor. During the motor traveling, the first inverter is in an overmodulation control system from the start of the engine to immediately after the start of the engine. Means for starting the engine when it is predicted that it is in an overmodulation avoidance state without controlling
Hybrid car.

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