JP2018082531A - Motor device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress generation of resonance in a circuit including a reactor and a capacitor of a boost converter.SOLUTION: In the motor device, target current of a reactor is set so as to adjust voltage of a first power line to target voltage, and a boost converter is controlled by use of a gain so as to adjust the current of the reactor to the target current. The gain is switched so as to adjust the fluctuation frequency of the current of the reactor to a frequency that is outside the resonance frequency band of a circuit including the reactor and a capacitor of the boost converter.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a motor device, and more particularly to a motor device including a motor, an inverter, a power storage device, a boost converter, and a capacitor.

  Conventionally, as this type of motor device, a device including a motor, an inverter, a battery, a boost converter, and a capacitor has been proposed (see, for example, Patent Document 1). The inverter drives a motor. The boost converter includes a reactor and a capacitor, and is connected to a first power line to which an inverter is connected and a second power line to which a battery is connected. In this motor apparatus, when the target operating point of the motor is an operating point at which resonance occurs in the boost converter, the boost converter is controlled so that the voltage of the first power line becomes higher than the voltage of the second power line. The inverter is controlled using a PWM control method with excellent accuracy. With such control, even if a PWM control method with a relatively small modulation rate is used, an excellent output of the motor is ensured, and an excessive voltage or excessive current flows in the boost converter.

JP 2009-225633 A

  In the motor device described above, due to manufacturing variations of the inverter, the motor power may vary even if the inverter is controlled using a PWM control method with excellent control accuracy. When the frequency of such power fluctuation becomes a frequency within a resonance frequency band in which resonance occurs in the circuit including the reactor and the capacitor of the boost converter, resonance occurs in the circuit.

  The motor device of the present invention is mainly intended to suppress the occurrence of resonance in a circuit including a reactor and a capacitor of a boost converter.

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

The motor device of the present invention is
A motor,
An inverter for driving the motor;
A power storage device;
A step-up converter having a reactor and a capacitor, and connected to a first power line to which the inverter is connected and a second power line to which the power storage device is connected;
A first power-side capacitor connected between a positive electrode line and a negative electrode line of the first power line;
A control device configured to set a target current of the reactor so that a voltage of the first power line becomes a target voltage, and to control the boost converter using a gain so that the current of the reactor becomes the target current;
A motor device comprising:
The control device switches the gain so that a fluctuation frequency of the current of the reactor is a frequency outside a resonance frequency band of a circuit including a reactor and a capacitor of the boost converter.
This is the gist.

  In the motor device of the present invention, the target current of the reactor is set so that the voltage of the first power line becomes the target voltage, and the boost converter is controlled using the gain so that the current of the reactor becomes the target current. Then, the gain is switched so that the fluctuation frequency of the reactor current becomes a frequency outside the resonance frequency band of the circuit including the reactor and the capacitor of the boost converter. Thereby, it is possible to suppress the reactor current from being in the resonance frequency band, and it is possible to suppress the occurrence of resonance in the circuit including the reactor and the capacitor of the boost converter.

  In such a motor device of the present invention, the control device controls the boost converter using a proportional term gain and an integral term gain so that the current of the reactor becomes the target current, and the control device further includes: When the fluctuation frequency is higher than the switching threshold value, the proportional term gain may be increased and the integral term gain may be decreased as compared to when the fluctuation frequency is equal to or lower than the switching threshold value. In this case, when the fluctuation frequency exceeds the switching threshold, the proportional term gain is set to a first value, the integral term gain is set to a second value, and the fluctuation frequency is set to the switching threshold. When the following is true, the proportional term gain is set to a third value smaller than the first value, the integral term gain is set to a fourth value larger than the second value, and the switching threshold is set to the proportional value. The resonance frequency band when the term gain is set to the first value and the integral term gain is the second value, and the proportional term gain is set to the third value and the integral term gain is set. It is good also as a value between the said resonance frequency band when making into the said 4th value.

  In the motor device of the present invention, the first motor as the motor, the second motor, the first inverter as the inverter, and the second inverter connected to the first power line and driving the second motor. And may be provided. In this way, even when the power fluctuation of the first motor and the power fluctuation of the second motor are superimposed by the smoothing capacitor, it is possible to suppress the occurrence of resonance in the circuit including the reactor and the capacitor of the boost converter.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the motor apparatus as an Example of this invention. It is a block diagram which shows the outline of a structure of the electric drive system containing motor MG1, MG2. 3 is a block diagram illustrating an example of control of a boost converter 55. FIG. 4 is a flowchart showing an example of a gain setting routine executed by a motor ECU 40.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a motor device as an embodiment of the present invention. FIG. 2 is a configuration diagram showing an outline of the configuration of the electric drive system including the motors MG1 and MG2. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, a boost converter 55, a system main relay 56, And a hybrid electronic control unit (hereinafter referred to as “HVECU”) 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. .

  The engine ECU 24 receives signals from various sensors necessary for controlling the operation of the engine 22, for example, a crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22 from an input port. Has been.

  Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 38 a and 38 b via a differential gear 37. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper (not shown).

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. Inverters 41 and 42 are connected to motors MG1 and MG2 and to high-voltage power line 54a. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  As shown in FIG. 1 and FIG. 2, the inverter 41 is connected to the high voltage side power line 54a. The inverter 41 includes six transistors (switching elements) T11 to T16 and six diodes D11 to D16. Two transistors T11 to T16 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 high-voltage power line 54a, respectively. The six diodes D11 to D16 are respectively connected in parallel to the transistors T11 to T16 in the reverse direction. The three-phase coils (U-phase, V-phase, W-phase) of the motor MG1 are connected to the connection points of the paired transistors T11 to T16. Therefore, when a voltage is applied to the inverter 41, the motor electronic control unit (hereinafter referred to as a motor ECU) 40 adjusts the ratio of the on-time of the paired transistors T11 to T16, so that three-phase A rotating magnetic field is formed in the coil, and the motor MG1 is driven to rotate.

  Similarly to the inverter 41, the inverter 42 is connected to the high-voltage power line 54a. Similarly to the inverter 41, the inverter 42 includes six transistors (switching elements) T21 to T26 and six diodes D21 to D26. When the voltage is applied to the inverter 42, the motor ECU 40 adjusts the ratio of the on-time of the paired transistors T21 to T26, whereby a rotating magnetic field is formed in the three-phase coil, and the motor MG2 is Driven by rotation.

  Boost converter 55 is connected to high voltage side power line 54a and low voltage side power line 54b to which battery 50 is connected. The boost converter 55 includes two transistors (switching elements) T31 and T32, two diodes D31 and D32, and a reactor L. The transistor T31 is connected to the positive bus of the high voltage side power line 54a. The transistor T32 is connected to the transistor T31 and the negative buses of the high voltage side power line 54a and the low voltage side power line 54b. The two diodes D31 and D32 are respectively connected in parallel to the transistors T31 and T32 in the reverse direction. The reactor L is connected to a connection point Cn between the transistors T31 and T32 and a positive bus of the low voltage side power line 54b. The step-up converter 55 boosts the power of the low-voltage side power line 54b and supplies it to the high-voltage side power line 54a by adjusting the on-time ratio of the transistors T31 and T32 by the motor ECU 40, or supplies the high-voltage side power line 54a. The power of 54a is stepped down and supplied to the low-voltage side power line 54b.

  A high-voltage capacitor 57 is connected to the positive and negative buses of the high-voltage power line 54a. A low-voltage capacitor 58 is connected to the positive and negative buses of the low-voltage power line 54b.

  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. . Signals from various sensors necessary for driving and controlling the motors MG1, MG2 and the boost converter 55 are input to the motor ECU 40 via the input port. As signals from the various sensors, currents that detect currents flowing in the rotational positions θm1 and θm2 from the rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2 and the phases of the motors MG1 and MG2 are detected. The phase current from a sensor can be mentioned. Further, the voltage VH of the high voltage side capacitor 57 (high voltage side power line 54a) from the voltage sensor 57a attached between the terminals of the high voltage side capacitor 57 and the low voltage from the voltage sensor 58a attached between the terminals of the low voltage side capacitor 58. Voltage VL of the side capacitor 58 (low voltage side power line 54b), the current IL of the reactor L from the current sensor 55a attached between the connection point Cn of the boost converter 55 and the reactor L (from the reactor L side to the connection point side) It can also be cited as a positive value when flowing.

  Various control signals for driving and controlling the motors MG1, MG2 and the boost converter 55 are output from the motor ECU 40 through the output port. Examples of the various control signals include switching control signals to the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42, switching control signals to the transistors T31 and T32 of the boost converter 55, and the like.

  The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls driving of the motors MG1 and MG2 and the boost converter 55 by a control signal from the HVECU 70. In addition, motor ECU 40 outputs data relating to the driving state of motors MG 1, MG 2 and boost converter 55 to HVECU 70 as necessary. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2. Further, the motor ECU 40 stores the detected value of the current IL of the reactor L detected by the current sensor 55a from the present to a predetermined time before in a RAM (not shown).

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the low-voltage power line 54b. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  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. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of signals input to the battery ECU 52 include a battery voltage Vb from a voltage sensor 51 a installed between terminals of the battery 50, a battery current Ib from a current sensor 51 b attached to an output terminal of the battery 50, and a battery 50. The battery temperature Tb from the temperature sensor 51c attached to can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. Battery ECU 52 calculates power storage rate SOC based on the integrated value of battery current Ib from the current sensor. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

  The system main relay 56 is provided closer to the battery 50 than the low voltage side capacitor 58 in the low voltage side power line 54b. This system main relay 56 is on / off controlled by the HVECU 70 to connect and disconnect the battery 50 and the boost converter 55 side.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU.

  Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned.

  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.

  The hybrid vehicle 20 of the first embodiment configured as described above travels in a travel mode such as a hybrid travel mode (HV travel mode) or an electric travel mode (EV travel mode). The HV traveling mode is a traveling mode in which traveling is performed with the operation of the engine 22 and the driving of the motors MG1 and MG2. The EV traveling mode is a traveling mode in which the engine 22 is stopped and the motor MG2 is driven to travel.

  In the HV travel mode, first, the HVECU 70 is requested for travel (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. Set Tr *. Subsequently, the required power Trd * is calculated by multiplying the required torque Tr * by the rotational speed Np of the drive shaft 36. Here, as the rotational speed Np of the drive shaft 36, the rotational speed Nm2 of the motor MG2 and the rotational speed obtained by multiplying the vehicle speed V by a conversion factor can be used. Then, the required power Pe * required for the vehicle is calculated by subtracting the required charge / discharge power Pb * of the battery 50 (a positive value when discharging from the battery 50) from the travel power Pdrv *. Next, the target rotational speed Ne of the engine 22 is output so that the required power Pe * is output from the engine 22 and 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 target torque Te * and torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are set. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotational speed Ne * and the target torque Te * of the engine 22, the intake air of the engine 22 is operated so that the engine 22 is operated based on the received target rotational speed Ne * and the target torque Te *. Perform quantity control, fuel injection control, ignition control, open / close timing control, and so on. When motor ECU 40 receives torque commands Tm1 * and Tm2 * of motors MG1 and MG2, motor ECU 40 performs switching control of switching elements of inverters 41 and 42 so that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *. . In this HV traveling mode, when the required power Pe * reaches the stop threshold value Pstop or less, it is determined that the stop condition of the engine 22 is satisfied, the operation of the engine 22 is stopped, and the EV traveling mode is entered. .

  In the EV travel mode, the HVECU 70 first sets the required torque Tr * as in the HV travel mode. Subsequently, a value 0 is set in the torque command Tm1 * of the motor MG1. Then, 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. Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When motor ECU 40 receives torque commands Tm1 * and Tm2 * of motors MG1 and MG2, motor ECU 40 performs switching control of switching elements of inverters 41 and 42 so that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *. . In this EV travel mode, when the required power Pe * calculated in the same manner as in the HV travel mode reaches a start threshold value Pstart that is larger than the stop threshold value Pstop, it is determined that the start condition of the engine 22 is satisfied, The engine 22 is started and the mode is shifted to the HV traveling mode.

  FIG. 3 is a block diagram showing an example of control of boost converter 55. Motor ECU 40 sets target voltage VH * required to drive motors MG1 and MG2 based on torque commands Tm1 * and Tm2 * of motors MG1 and MG2 and the rotational speeds Nm1 and Nm2 of motors MG1 and MG2. Then, the target current IL * of the reactor L necessary for the voltage VH of the high voltage side power line 54a to become the target voltage VH * is set. When the target current IL * is set, the target duty ratio Dtag * of the two transistors T31 and T32 of the boost converter 55 is set and set by the following equation (1) so that the current IL flowing through the reactor L becomes the target current IL *. The transistors T31 and T32 are subjected to switching control using the target duty ratio Dtag * and the carrier frequency fc. Expression (1) is a relational expression in feedback control for making the current IL of the reactor L coincide with the target current ILtag. In Expression (1), “Gp” in the second term on the right side is the gain Gp in the proportional term, and “Gi” in the third term on the right side is the gain Gi in the integral term. Expression (2) is a relational expression for converting the amount of change (IL * −IL) when changing the current IL flowing through the reactor L to the target current IL * into a duty ratio. In Expression (2), “L” is a capacity value of the reactor L, and “Tc” is a carrier cycle when the boost converter 55 is PWM-controlled.

Dtag * = previous Dtag * + K ・ Gp ・ (IL * -IL) + K ・ Gi ・ ∫ (IL *-IL) ・ ・ ・ (1)
K =-L / (Tc ・ VH *) (2)

  Next, the operation of the hybrid vehicle 20 configured as described above, particularly, the operation when setting the gains Gp and Gi of the proportional term and integral term used for controlling the boost converter 55 will be described. FIG. 4 is a flowchart illustrating an example of a gain setting routine executed by the motor ECU 40. This routine is repeatedly executed every predetermined time (for example, every several msec). In order to simplify the description, it is assumed that the hybrid vehicle 20 is traveling in the EV traveling mode.

  When this routine is set, motor ECU 40 executes a process of inputting current IL of reactor L (step S100). The current IL detected by the current sensor 55a is input.

  Subsequently, the fluctuation frequency fil of the current IL of the reactor L is derived (step S110). The fluctuation frequency fil is derived by using a time change of the detected value of the current IL stored in the RAM (not shown).

  Then, it is determined whether or not the fluctuation frequency fil is larger than the switching threshold fref (step S120). When the fluctuation frequency fil is larger than the switching threshold fref, the gains Gp and Gi of the proportional term and the integral term are set to values Gp1 and Gi1, respectively. When setting is made (step S130) and the fluctuation frequency fil is less than or equal to the switching threshold fref, the gains Gp and Gi of the proportional term and integral term are set to values Gp2 and Gi2, respectively (step S140), and this routine is terminated. Here, the value Gp2 is larger than the value Gp1, and the value Gi2 is smaller than the value Gi1. By setting the gains Gp and Gi of the proportional term and the integral term in this way, the resonance frequency at which resonance occurs in the circuit including the reactor L and the capacitor C of the boost converter 55 when the fluctuation frequency fil is greater than the switching threshold fref. The resonance frequency band fa including the predetermined range including the resonance frequency band fb including the resonance frequency at which resonance occurs in the circuit including the reactor L and the capacitor C of the boost converter 55 when the fluctuation frequency fill is equal to or less than the switching threshold fref. Lower frequency band. Then, by setting the switching threshold fref to a frequency between the resonance frequency band fa and the resonance frequency band fb, the fluctuation frequency fil of the current IL of the reactor L can be reduced in the circuit including the reactor L and the capacitor C of the boost converter 55. It can suppress entering into the resonant frequency band fa and fb. In this way, by setting the proportional and integral gains Gp and Gi so that the fluctuation frequency fil is a frequency outside the resonance frequency band of the circuit including the reactor L and the capacitor C of the boost converter 55, It is possible to suppress the occurrence of resonance in the circuit including the reactor L and the capacitor C of the boost converter 55.

  According to the hybrid vehicle 20 of the embodiment described above, the gains of the proportional term and the integral term so that the fluctuation frequency fil becomes a frequency outside the resonance frequency band of the circuit including the reactor L and the capacitor C of the boost converter 55. By setting Gp and Gi, it is possible to suppress the occurrence of resonance in the circuit including the reactor L and the capacitor C of the boost converter 55.

  In the hybrid vehicle 20 of the embodiment, the value Gp2 is set to a value larger than the value Gp1 and the value Gi2 is set to a value smaller than the value Gi1, but the fluctuation frequency fil is a resonance of a circuit including the reactor L and the capacitor C of the boost converter 55. Since the gains Gp and Gi of the proportional term and the integral term may be set so that the frequency is outside the frequency band, the value Gp2 may be set to a value smaller than the value Gp1, or the value Gi2 may be set to a value larger than the value Gi1. Further, in the feedback control of the boost converter 55, in addition to the gain of the proportional term and the integral term, the gain of the differential term may be used. In this case, the gains of the proportional term, the integral term, and the derivative term may be set so that the fluctuation frequency fil is a frequency outside the resonance frequency band of the circuit including the reactor L of the boost converter 55 and the capacitor C. .

  In the hybrid vehicle 20 of the embodiment, the battery 50 is used. However, any power storage device capable of storing electricity may be used, for example, a capacitor may be used.

   Although the hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 40, the battery ECU 52, and the HVECU 70, at least a part of these may be configured as a single electronic control unit.

  In the embodiment, the case where the present invention is applied to a hybrid vehicle including the engine 22, the motors MG1 and MG2, the planetary gear 30, the boost converter 55, and the high-voltage side capacitor 57 is illustrated. An inverter for driving a motor, a battery, a boost converter connected to a first power line having a reactor and a capacitor and connected to the inverter, and a second power line connected to the power storage device, and a first power line You may apply to an electric vehicle provided with the 1st electric power side capacitor | condenser connected between the positive electrode line and negative electrode line. Moreover, it is not limited to what is applied to such a motor vehicle, The 1st electric power line which has a motor, an inverter, a battery, a reactor, and a capacitor | condenser was connected, and the 2nd electric power to which the electrical storage apparatus was connected. The present invention may be applied to any motor device provided with a boost converter connected to the line and a first power side capacitor connected between the positive electrode line and the negative electrode line of the first power line.

  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 motor MG2 corresponds to the “motor”, the inverter 42 corresponds to the “inverter”, the battery 50 corresponds to the “power storage device”, the boost converter 55 corresponds to the “boost converter”, and the high-voltage side capacitor 57 corresponds to a “first power side capacitor”, and the motor ECU 40 corresponds to a “control device”.

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

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

  The present invention is applicable to the motor device manufacturing industry.

  20 Hybrid Vehicle, 22 Engine, 23 Crank Position Sensor, 24 Electronic Control Unit for Engine (Engine ECU), 26 Crankshaft, 30 Planetary Gear, 36 Drive Shaft, 37 Differential Gear, 38a, 38b Drive Wheel, 40 Electronic Control Unit for Motor (Motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 electronic control unit for battery (battery ECU), 54a high voltage side power line, 54b Low voltage side power line, 55 Boost converter, 55a Current sensor, 56 System main relay, 57 High voltage capacitor, 57a Voltage sensor, 58 Low voltage capacitor, 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, Cn connection point, D11-D16, D21-D26, D31, D32 Diode, L reactor, MG1, MG2 motor, T11-T16, T21-T26, T31, T32 transistors.

Claims (1)

A motor,
An inverter for driving the motor;
A power storage device;
A step-up converter having a reactor and a capacitor, and connected to a first power line to which the inverter is connected and a second power line to which the power storage device is connected;
A first power-side capacitor connected between a positive electrode line and a negative electrode line of the first power line;
A control device configured to set a target current of the reactor so that a voltage of the first power line becomes a target voltage, and to control the boost converter using a gain so that the current of the reactor becomes the target current;
A motor device comprising:
The control device switches the gain so that a fluctuation frequency of the current of the reactor is a frequency outside a resonance frequency band of a circuit including a reactor and a capacitor of the boost converter.
Motor device.

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