JP5780117B2 - Automobile - Google Patents

Description

  More particularly, the present invention relates to a first electric motor capable of outputting driving power, a first inverter circuit for driving the first electric motor, and driving by driving at a rotational speed different from that of the first electric motor. Battery voltage system comprising a second motor capable of outputting power for driving, a second inverter circuit for driving the second motor, a secondary battery, a reactor, and two switching elements and connected to the secondary battery Booster circuit that boosts the power of the first inverter and supplies it to the drive voltage system to which the first inverter and the second inverter are connected, a battery voltage system smoothing capacitor that smoothes the voltage of the battery voltage system, and smoothes the voltage of the drive voltage system A drive voltage system smoothing capacitor is provided.

  Conventionally, this type of automobile includes an engine, a motor MG1, an inverter that drives the motor MG1, a drive shaft coupled to the axle, an output shaft of the engine, a rotation shaft of the motor MG1, a ring gear, a carrier, and a sun gear. , A motor MG2 connected to the drive shaft via a reduction gear, an inverter that drives the motor MG2, a battery, and a boost converter that boosts the power from the battery and supplies the boosted power to the inverter In a hybrid vehicle having a smoothing capacitor attached to the battery side of the boost converter and a smoothing capacitor attached to the inverter side of the boost converter, the target operating point of the motor MG1 or the motor MG2 generates resonance at the boost converter When it falls within the area, the boost converter There has been proposed a method in which the inverter side voltage is controlled by using a sine wave PWM control method while the voltage on the data side is higher than the voltage on the battery side and is set as a predetermined target boosted voltage (see, for example, Patent Document 1). ). In this hybrid vehicle, by performing the above-described control, control is performed so that an excessive voltage does not act on the boost converter and the smoothing capacitor and an excessive current does not flow.

  Further, in the motor control of the thermal printer, there has been proposed one that corrects the motor speed when the motor speed is in the resonance speed band so that the motor speed does not vibrate frequently across the resonance speed band ( For example, see Patent Document 2).

JP 2009-225633 A Japanese Patent Application Laid-Open No. 07-18497

  Generally, in an automobile that drives a motor by converting DC power boosted by a boost converter composed of a reactor and a switching element into pseudo three-phase AC power by an inverter composed of a switching element, the motor speed is When the circuit including the boost converter is in a region where LC resonance occurs, it is necessary to suppress LC resonance so that an excessive voltage does not act on the smoothing capacitor and an excessive current is not input. As with the above-described thermal printer motor control, the motor rotation speed may be changed to be outside the region that causes LC resonance. However, when the motor is driven at the rotation speed corresponding to the vehicle speed, the motor rotation speed is changed. Can not do it. In this case, the inverter may be switched using a sine wave PWM control system as a target boosted voltage that is determined in advance from the boost converter, as in the above-described automobile. If there is a good method that can be used in a superimposed manner with the method, LC resonance can be further suppressed.

  The automobile of the present invention suppresses LC resonance that can occur in a circuit including a booster circuit constituted by a reactor and a switching element, and a smoothing capacitor attached to the low-voltage side and the high-voltage side of the booster circuit, while providing torque necessary for traveling. The main purpose is to output.

  The automobile of the present invention has taken the following means in order to achieve the main object described above.

The automobile of the present invention
At least one first electric motor capable of outputting traveling power, a first inverter circuit for driving the first motor, and driving at a different rotational speed from the first motor to output traveling power A second electric motor, a second inverter circuit for driving the second electric motor, a secondary battery, a reactor and two switching elements, and the electric power of the battery voltage system to which the secondary battery is connected A booster circuit that boosts and supplies the voltage to a drive voltage system to which the first inverter and the second inverter are connected, a battery voltage system smoothing capacitor that smoothes the voltage of the battery voltage system, and a voltage of the drive voltage system A driving voltage system smoothing capacitor that includes:
A first torque command to be output from the first electric motor and a second torque command to be output from the second electric motor are set by a predetermined method to output a required torque required for traveling, and the first torque command is output. Control means for controlling the first inverter circuit, the second inverter circuit, and the booster circuit so that the first motor is driven by the torque command and the second motor is driven by the second torque command. ,
When the rotational speed of the second electric motor is in a resonance region state that is in a frequency region that causes LC resonance in a circuit that includes elements attached to the battery voltage system, the booster circuit, and the drive voltage system, The first torque command is corrected so that the absolute value of the second torque command is reduced and the required torque is output, and the first motor is driven and corrected by the corrected first torque command. Means for controlling the first inverter circuit, the second inverter circuit, and the booster circuit so that the second electric motor is driven by a second torque command later;
This is the gist.

  In the automobile of the present invention, when the rotation speed of the second electric motor is in a resonance region state that is in a frequency region that causes LC resonance in a circuit including elements attached to the battery voltage system, the booster circuit, and the drive voltage system, The first torque command is corrected so that the absolute value of the torque command is reduced and the required torque is output. At least one first electric motor is driven by the corrected first torque command and the corrected first torque command is output. The first inverter circuit, the second inverter circuit, and the booster circuit are controlled so that the second electric motor is driven by the two torque command. That is, the absolute value of the torque output from the second electric motor is reduced and the torque output from at least one first electric motor is corrected so that the required torque is output and the vehicle travels. Since the amplitude of the LC resonance (ripple gain) is considered to be proportional to the magnitude of the current applied to the second electric motor driven at the rotation speed causing the resonance and the magnitude of the torque output from the second electric motor, By reducing the absolute value of the output torque, the LC resonance amplitude can be reduced. Therefore, the absolute value of the torque output from the second electric motor is reduced by correcting the absolute value of the second torque command to be small, thereby reducing the LC resonance amplitude. As a result, defects due to LC resonance, that is, problems such as damage to the capacitor that may occur when an excessive voltage is applied to the battery voltage system smoothing capacitor or the drive voltage system smoothing capacitor or an excessive current is input are suppressed. Can do. Then, with the correction of the second torque command, the first torque command is corrected so that the required torque is output, so that the required torque can be output and the vehicle can travel. As a result, torque necessary for traveling can be output while suppressing LC resonance.

  In such an automobile of the present invention, an internal combustion engine, a planetary gear mechanism in which three rotation elements are connected to three axes of a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotation shaft of the first electric motor, The second electric motor is connected to the drive shaft without going through the planetary gear mechanism, and the control means has a power based on the traveling power for traveling at the required torque from the internal combustion engine. The target operating point of the internal combustion engine is set so as to be output, the first torque command is set so that the internal combustion engine is operated at the target operating point, the internal combustion engine is operated at the target operating point, and the When the first motor is driven by the first torque command, the torque output to the drive shaft side via the planetary gear mechanism is insufficient for the required torque. Then, the second torque command is set, the internal combustion engine is controlled so that the internal combustion engine is operated at the target operating point, the first motor is driven by the first torque command, and the second torque is controlled. Means for controlling the first inverter circuit, the second inverter circuit, and the booster circuit so that the second electric motor is driven by a command, and the control means is further configured to control the first inverter circuit when in the resonance region state. 2 torque command is corrected to be small, and the torque that is insufficient for the required torque due to the correction of the second torque command is incremented from the internal combustion engine and the first electric motor via the planetary gear mechanism. The internal combustion engine is operated such that the target operating point and the first torque command are corrected so that the output is output, and the internal combustion engine is operated at the corrected target operating point. The first inverter circuit and the second inverter circuit so that the first motor is driven by the corrected first torque command and the second motor is driven by the corrected second torque command. It may be a means for controlling the booster circuit. In this case, when the rotation speed of the second motor is in a frequency region that causes LC resonance, the torque output from the second motor is reduced, and the insufficient torque is thereby reduced from the internal combustion engine and the first motor to the planetary gear mechanism. The required torque is output by compensating for the increase in the torque output via the.

  In the automobile of the present invention, the first electric motor is attached to output torque to a first axle, and the second electric motor outputs torque to a second axle different from the first axle. It can also be attached. In this case, when the rotation speed of the second electric motor is in a frequency range that causes LC resonance, the torque output from the second electric motor that outputs torque to the second axle is reduced, and the insufficient torque is reduced by the first torque. The required torque is output by compensating for the increase in torque output from the first electric motor that outputs torque to the axle.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as a first embodiment of the present invention. It is a block diagram which shows the outline of a structure of the electrical machinery drive system of 1st Example. It is a flowchart which shows an example of the drive control routine performed by HVECU70 of 1st Example when drive | working by HV mode. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. It is explanatory drawing which shows typically torque command Tm1 *, Tm2 * of motor MG1, MG2 before and behind correction | amendment. It is a block diagram which shows the outline of a structure of the hybrid vehicle 120 as a modification of 1st Example. It is a block diagram which shows the outline of a structure of the hybrid vehicle 220 of 2nd Example of this invention. It is a block diagram which shows the outline of a structure of the electrical machinery drive system of 2nd Example. It is a flowchart which shows an example of the drive control routine performed by HVECU70 of 2nd Example when drive | working by HV mode. It is explanatory drawing which shows typically torque command Tm2 *, Tmr * of motor MG2, MGR before and behind correction | amendment. It is a flowchart which shows an example of the drive control routine performed by HVECU70 of 2nd Example when drive | working by EV mode. It is a block diagram which shows the outline of a structure of the electric vehicle 320 as a modification of 2nd Example. It is a block diagram which shows the outline of a structure of the electric vehicle 420 as a modification of 2nd Example.

  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 a first embodiment of the present invention. As shown in the figure, a hybrid vehicle 20 according to the first embodiment includes an engine 22 configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and engine electronics that controls the drive of the engine 22. A carrier having a plurality of pinion gears connected to a control unit (hereinafter referred to as an engine ECU) 24 and a crankshaft 26 as an output shaft of the engine 22 is connected to the drive wheels 38a and 38b via a differential gear 37. A planetary gear 30 having a ring gear connected to the drive shaft 32, a motor MG1 configured as, for example, a synchronous generator motor and having a rotor connected to the sun gear of the planetary gear 30, and a rotor having a rotor configured as, for example, a synchronous generator motor. Motor MG2 connected to the motor MG2 , MG2 inverters 41, 42, a motor electronic control unit (hereinafter referred to as a motor ECU) 40 for controlling the motors MG1, MG2 by switching the inverters 41, 42, and a lithium ion secondary battery, for example. A battery 50 configured as follows: a battery electronic control unit (hereinafter referred to as a battery ECU) 52 for managing the battery 50; a power line (hereinafter referred to as a high voltage system power line) 54a to which inverters 41 and 42 are connected; It is connected to a power line (hereinafter referred to as a battery voltage system power line) 54b to which the battery 50 is connected, and adjusts the voltage VH of the high voltage system power line 54a within a range equal to or higher than the voltage VL of the battery voltage system power line 54b. Together with the high voltage system power line 54a and the low voltage system power line 54b. Boost converter 55 for exchanging electric power, smoothing capacitor 57 connected to the positive and negative buses of high voltage power line 54a, and connection similar to the positive and negative buses of battery voltage power line 54b And a hybrid electronic control unit 70 (hereinafter referred to as “HVECU”) that controls the entire vehicle.

  Each of the motor MG1 and the motor MG2 is configured as a known synchronous generator motor including a rotor in which a permanent magnet is embedded and a stator around which a three-phase coil is wound. As shown in the block diagram of the electric drive system including the motors MG1 and MG2 in FIG. 2, the inverters 41 and 42 are in reverse directions to the six transistors T11 to T16 and T21 to 26 and the transistors T11 to T16 and T21 to T26. 6 diodes D11 to D16, D21 to D26 connected in parallel. 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 high voltage 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, the three-phase coil is controlled by controlling the on-time ratio of the transistors T11 to T16 and T21 to T26 that make a pair in a state where a voltage is applied between the positive and negative buses of the high voltage power line 54a. Thus, a rotating magnetic field can be formed, and the motors MG1 and MG2 can be driven to rotate. Since the inverters 41 and 42 share the positive and negative buses of the high voltage system power line 54a, the electric power generated by one of the motors MG1 and MG2 can be supplied to another motor.

  The motor ECU 40 is configured as a microprocessor centered on a CPU (not shown), and includes a ROM, a RAM, 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, the rotational positions of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. The rotational position, the phase current applied to the motors MG1 and MG2 detected by a current sensor (not shown), the inverter temperature from a temperature sensor (not shown) attached to the inverters 41 and 42, and the like are input. Switching control signals to the transistors T11 to T16 and T21 to 26 of the inverters 41 and 42 are output. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  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 high voltage system power line 54a, the negative bus of the high voltage system power line 54a and the battery voltage system power line 54b, respectively, and the reactor L is connected to the connection point. Has been. The positive terminal and the negative terminal of the high-voltage battery 50 are connected to the reactor L and the negative buses of the high voltage system power line 54a and the battery voltage system power line 54b, respectively. Therefore, by turning on / off the transistors T51 and T52, the power of the battery voltage system power line 54b is boosted and supplied to the high voltage system power line 54a, or the power of the high voltage system power line 54a is decreased to reduce the battery voltage. Or can be supplied to the system power line 54b.

  The battery ECU 52 is configured as a microprocessor centered on a CPU (not shown), and includes a ROM, a RAM, an input / output port, and a communication port in addition to the CPU. In the battery ECU 52, signals necessary for managing the battery 50, for example, voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, battery voltage system power connected to the output terminal of the battery 50 A charge / discharge current from a current sensor (not shown) attached to the line 54b, a battery temperature from a temperature sensor (not shown) attached to the battery 50, and the like are input, and data on the state of the battery 50 is communicated as necessary. Output to the hybrid electronic control unit 70. In addition, the battery ECU 52 manages the battery 50, and the power storage that is the ratio of the stored power amount stored in the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor to the total capacity (power storage capacity). 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. 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 are provided. Prepare. In the HVECU 70, the voltage of the capacitor 57 from the voltage sensor 57a attached between the terminals of the capacitor 57 (the voltage of the high voltage system power line 54a) VH and the capacitor 58 from the voltage sensor 58a attached between the terminals of the capacitor 58. Voltage (voltage of the battery voltage system power line 54b) VL, an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever, and an accelerator pedal that detects the amount of depression of the accelerator pedal The accelerator opening Acc from the position sensor 84, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal, the vehicle speed V from the vehicle speed sensor 88, and the storage ratio SOC of the battery 50 are electrically driven. EV from the EV switch 89 instructing electric driving that runs only with the power from the motor MG2 in a state where the operation of the engine 22 is stopped until reaching the lower limit ratio Smin set in advance as the lower limit value of the range of the storage ratio permitting A switch signal EVSW or the like is input via an input port, and a switching control signal to the transistors T51 and T52 of the boost converter 55 is output from the HVECU 70 via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the first embodiment configured in this way calculates the required torque to be output to the drive shaft 32 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver, The engine 22, the motor MG1, and the motor MG2 are controlled for operation so that the required power corresponding to the required torque is output to the drive shaft 32. 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 power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the planetary gear 30 and the motor MG1. And the motor MG2 convert the torque and output to the drive shaft 32. The torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 and the power suitable for the sum of the required power and the power required for charging and discharging the battery 50 are obtained. The operation of the engine 22 is controlled so as to be output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is converted by the planetary gear 30, the motor MG1, and the motor MG2. Accordingly, the required power is output to the drive shaft 32. Charge-discharge drive mode for driving and controlling the motor MG1 and the motor 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 32. 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 32 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 the vehicle travels only with the power of the motor, it is referred to as 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 32 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 by multiplying the set required torque Tr * by the rotational speed Nr of the drive shaft 32 (for example, the rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor). And the charging / discharging request power Pb * of the battery 50 obtained based on the storage ratio SOC of the battery 50 (a positive value when discharging from the battery 50) is subtracted from the calculated traveling power Pdrv *. The required power Pe * is set as the power to be output, and the required power Pe * is output from the engine 22 efficiently. The target rotational speed Ne * and the target torque Te * of the engine 22 are set using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te, and the battery 50 Torque command Tm1 * as a torque to be output from the motor MG1 by the rotational speed feedback control for rotating the engine 22 at the target rotational speed Ne * within the range of the input / output limits Win, Wout of the motor MG1 The torque acting on the drive shaft 32 via the planetary gear 30 when driven by the torque command Tm1 * is subtracted from the required torque Tr * to set the torque command Tm2 * of the motor MG2, and the target rotational speed Ne * and the target torque Te * Is transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * are transmitted to the motor. To send to the CU40. 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 * and Tm2 * performs switching control of the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Do. In this engine operation mode (HV mode), the operation of the engine 22 is stopped when the required power Pe * of the engine 22 is equal to or less than a stop threshold value Pstop that is determined as a better value when the engine 22 is stopped. Shift to the motor operation mode (EV mode).

  In the motor operation mode (EV mode), the HVECU 70 sets the required torque Tr * to be output to the drive shaft 32 based on the accelerator opening Acc and the vehicle speed V, and sets the value 0 to the torque command Tm1 * of the motor MG1. At the same time, the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the drive shaft 32 within the range of the input / output limits Win and Wout of the battery 50, and these are transmitted to the motor ECU 40. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the transistors T11 to T16 and T21 to 26 of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Do. In this motor operation mode (EV mode), the engine 22 obtained by subtracting the charge / discharge required power Pb * of the battery 50 from the travel power Pdrv * obtained by multiplying the required torque Tr * by the rotational speed Nr of the drive shaft 32. When the required power Pe * reaches or exceeds a starting threshold value Pstart that is determined as a value that is better when the engine 22 is started, the engine 22 is started and the engine operation mode (HV mode) is entered.

  Next, when the hybrid vehicle 20 of the first embodiment configured as described above is operating in a hybrid manner, particularly in the engine operation mode (HV mode), the rotational speed Nm2 of the motor MG2 is increased by the boost converter 55 and the high voltage system power line. A description will be given of the operation of the circuit including the capacitors 57 and 58 connected to the battery voltage system power line 54b and the region where LC resonance occurs in the circuit including the capacitor 54a and the battery voltage system power line 54b. For ease of explanation, the target engine speed Ne *, target torque Te *, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set within the ranges of the input / output limits Win and Wout of the battery 50. It is assumed that it is performed within. FIG. 3 is a flowchart showing an example of a drive control routine executed by the HVECU 70 of the first embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec) in the engine operation mode (HV mode).

  When the drive control routine is executed, the HVECU 70 first stores data necessary for control, such as the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotational speeds Nm1, Nm2 of the motors MG1, MG2. Is input (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from the crank position sensor 140 and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be.

  When the data is input in this way, the required torque Tr * to be output to the drive shaft 32 connected to the drive wheels 38a and 38b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V and the required travel. The travel power Pdrv * and the required power Pe * required for the engine 22 are calculated and set (step S110). In the embodiment, the required torque Tr * is stored in a ROM (not shown) of the HVECU 70 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *. When the vehicle speed V is given, the corresponding required torque Tr * is derived from the stored map and set. FIG. 4 shows an example of the required torque setting map. The traveling power Pdrv * can be calculated by multiplying the required torque Tr * by the rotational speed of the drive shaft 32 (the rotational speed Nm2 of the motor MG2). The required power Pe * is obtained by subtracting the charging / discharging required power Pb * (a positive value when discharging from the battery 50) of the battery 50 obtained from the traveling power Pdrv * based on the storage ratio SOC of the battery 50, and the loss. It can be calculated by adding Loss.

  Subsequently, the set required power Pe * is applied to a predetermined fuel consumption priority operation line as an operation point (rotation speed and torque) for efficiently operating the engine 22, and a target as a target operation point at which the engine 22 should be operated. A rotational speed Ne * and a target torque Te * are set (step S120). The target rotational speed Ne * and the target torque Te * can be obtained as an intersection of a curve having a constant required power Pe * and a fuel efficiency optimum operation line. FIG. 5 shows an example of the optimum fuel efficiency operation line and how the target rotational speed Ne * and the target torque Te * are set.

  When the target rotational speed Ne * and the target torque Te * of the engine 22 are set, the motor is expressed by the following equation (1) using the set target rotational speed Ne *, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the planetary gear 30. A torque command Tm1 * is calculated as a torque to be output from the motor MG1 by the equation (2) based on the calculated target rotation speed Nm1 * of the MG1 and the input rotation speed Nm1 * of the motor MG1. (Step S130), the torque command Tm1 * divided by the gear ratio ρ of the planetary gear 30 is added to the required torque Tr *, and the torque designation Tm2 * as the torque to be output from the motor MG2 is calculated by the following equation (3). (Step S140). Here, Expression (1) is a dynamic relational expression for the rotating element of the planetary gear 30. Expression (2) is a relational expression in the feedback control for rotating the motor MG1 at the target rotation speed Nm1 *. In the expression (2), the first term on the right side is a mechanical expression for the rotating element of the planetary gear 30. In the relational expression, “k1” in the second term on the right side is the gain of the proportional term, and “k2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (1)
Tm1 * = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)
Tm2 * = Tr * + Tm1 * / ρ (3)

  Next, the rotational speed Nm2 of the motor MG2 is within a resonance region (N1 to N1) where LC resonance occurs in a circuit including the boost converter 55 and the capacitors 57 and 58 connected to the high voltage system power line 54a and the battery voltage system power line 54b. N2 (in the region of N2) (step S150). When the rotational speed Nm2 of the motor MG2 is not in the resonance region (in the region of N1 to N2), the torque commands Tm1 *, The target voltage VH * of the high voltage system power line 54a is set based on Tm2 * and the maximum voltage Vmax allowed for the high voltage system power line 54a (step S190), and the target rotational speed Ne * and target of the engine 22 are set. The torque Te * is sent to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are sent to the motor. Sending each ECU 40 (step S200), and terminates this routine. Here, the target voltage VH * is set as a smaller voltage of the voltage and the maximum voltage Vmax when the motors MG1 and MG2 are driven with the torque commands Tm1 * and Tm2 * in the embodiment. . When the target voltage VH * is set, the HVECU 70 performs switching control of the transistors T51 and T52 of the boost converter 55 so that the high voltage system power line 54a becomes the target voltage VH *. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * receives the intake air amount in the engine 22 so that the engine 22 is operated at the target operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as control, fuel injection control, and ignition control are performed. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * drives the transistors MG1 to T16 of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. Switching control of T21 to T26 is performed. By such control, the engine 22 can be operated efficiently and the required torque Tr * can be output to the drive shaft 32 to travel.

  If it is determined in step S150 that the rotational speed Nm2 of the motor MG2 is within the resonance region (N1 to N2 region), a new torque command Tm2 * is set by a correction that reduces the torque command Tm2 * of the motor MG2 by a predetermined torque ΔT. In addition, a new torque command Tm1 * is set by correction for subtracting the predetermined torque ΔT multiplied by the gear ratio ρ from the torque command Tm1 * of the motor MG1 (see step S160, the following equation (4)) (step S170, In addition, a new target torque Te * is set by correcting the predetermined torque ΔT multiplied by the sum (1 + ρ) of the gear ratio ρ and value 1 to the target torque Te * of the engine 22. (See step S180, equation (6)). Then, the target voltage VH * of the high voltage system power line 54a is set using the corrected torque commands Tm1 *, Tm2 * and the maximum voltage Vmax (step S190), and the target rotational speed Ne * and the corrected target torque are set. Te * is transmitted to the engine ECU 24, and the corrected torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S200), and this routine is terminated. Here, the predetermined torque ΔT is a torque that decreases the torque command Tm2 * of the motor MG2 in order to reduce the LC resonance amplitude. For example, the predetermined torque ΔT is a half value of the torque command Tm2 * (ΔT = Tm2 * / 2), A value 1/3 (ΔT = Tm2 * / 3) of the torque command Tm2 * may be used, or a predetermined fixed value may be used. Thus, by correcting the torque command Tm2 * of the motor MG2 to be small, the LC resonance amplitude can be reduced. In addition, the torque output to the drive shaft 32 due to the correction of the torque command Tm2 * of the motor MG2 by a predetermined torque ΔT becomes insufficient from the required torque Tr * by the predetermined torque ΔT, but the torque of the motor MG1 By correcting the command Tm1 * and the target torque Te * of the engine 22, a torque increased by a predetermined torque ΔT is output from the engine 22 and the motor MG1 to the drive shaft 32 via the planetary gear 30, so that the drive as a whole is performed. The required torque Tr * is output to the shaft 32. Therefore, the above-described steps S160 to S180 are corrected, and the booster converter is controlled by controlling the engine 22 and the motors MG1, MG2 and the boost converter 55 using the corrected target torque Te * and torque commands Tm1 *, Tm2 *. 55 and output the required torque Tr * to the drive shaft 32 while suppressing LC resonance in a circuit comprising the capacitors 57 and 58 connected to the high voltage system power line 54a and the battery voltage system power line 54b. it can. FIG. 6 shows torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 before and after correction. As shown in the figure, the torque command Tm2 * of the motor MG2 that affects the amplitude of the LC resonance is corrected to be small, and the magnitude of the torque command Tm1 * of the motor MG1 is largely corrected.

Tm2 * ← Tm2 * −ΔT (4)
Tm1 * ← Tm1 * −ΔT ・ ρ (5)
Te * ← Te * + ΔT ・ (1 + ρ) (6)

  According to the hybrid vehicle 20 of the first embodiment described above, the rotational speed Nm2 of the motor MG2 includes the boost converter 55 and the capacitors 57 and 58 connected to the high voltage system power line 54a and the battery voltage system power line 54b. When the circuit is within a resonance region where LC resonance occurs (in the region of N1 to N2), a correction is made to reduce the torque command Tm2 * of the motor MG2 by a predetermined torque ΔT, and along with this correction, a torque command Tm1 of the motor MG1 is corrected. Correction that * is reduced only by multiplying predetermined torque ΔT by gear ratio ρ, and correction that target torque Te * of engine 22 is increased by multiplying predetermined torque ΔT by the sum (1 + ρ) of gear ratio ρ and value 1 And using the corrected target torque Te * and torque commands Tm1 * and Tm2 *, the engine 22 and the motors MG1 and MG2 By controlling the boost converter 55, the drive shaft 32 is requested while suppressing LC resonance in a circuit composed of the boost converter 55 and the capacitors 57 and 58 connected to the high voltage system power line 54a and the battery voltage system power line 54b. The vehicle can travel by outputting torque Tr *.

  In the hybrid vehicle 20 of the first embodiment, the power of the motor MG2 is output to the drive shaft 32. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. It may be connected to an axle (an axle connected to the wheels 39a and 39b in FIG. 7) different from the connected axle (the axle to which the drive wheels 38a and 38b are connected).

  Next, a hybrid vehicle 220 according to a second embodiment of the present invention will be described. FIG. 8 is a configuration diagram showing an outline of the configuration of the hybrid vehicle 220 of the second embodiment, and FIG. 9 is a configuration diagram showing an overview of the configuration of the electric drive system of the hybrid vehicle 220 of the second embodiment. As shown in the figure, the hybrid vehicle 220 of the second embodiment is different from the axle (drive wheels 38a, 38b) connected to the drive shaft 32 to which the engine 22, the motor MG1, the planetary gear 30, and the motor MG2 are connected. A motor motor MGR is attached to the drive wheels 39a, 39b) via a differential gear 37R and a reduction gear GR, and an inverter 42R for driving the motor MGR is connected to the high voltage system power line 54a. Except for the above, the hardware configuration is the same as that of the hybrid vehicle 20 of the first embodiment. Therefore, in order to avoid overlapping description, the same reference numerals are given to the same components as those of the hybrid vehicle 20 of the first embodiment among the hardware configurations of the hybrid vehicle 220 of the second embodiment, and the detailed description thereof will be omitted. The explanation is omitted. For ease of explanation, in the hybrid vehicle 220 of the second embodiment, the drive wheels 38a and 38b are front wheels, and the drive wheels 39a and 39b are rear wheels.

  Similarly to motors MG1 and MG2, motor MGR is configured as a known synchronous generator motor including a rotor embedded with permanent magnets and a stator wound with a three-phase coil. As shown in FIG. 9, the inverter 42 </ b> R includes six transistors T <b> 31 to T <b> 36 and six diodes D <b> 31 to D <b> 36 connected in parallel to the transistors T <b> 31 to T <b> 36 in the reverse direction. The transistors T31 to T36 are arranged in pairs so as to be on the source side and the sink side with respect to the positive electrode bus and the negative electrode bus of the high voltage system power line 54a, and each of the connection points between the paired transistors. Each of the three-phase coils (U-phase, V-phase, W-phase) of the motor MGR is connected. Therefore, a rotating magnetic field is applied to the three-phase coil by controlling the on-time ratio of the transistors T31 to T36 that make a pair in a state where a voltage is acting between the positive and negative buses of the high voltage power line 54a. The motor MGR can be rotationally driven. The reduction gear GR is configured as a known reduction gear having a gear ratio Gr.

  The motor ECU 40 receives signals necessary for driving and controlling the motor MGR, such as a rotational position of the rotor of the motor MGR from a rotational position detection sensor 44R that detects the rotational position of the rotor of the motor MGR, and a current sensor (not shown). The detected phase current applied to the motor MGR, the inverter temperature from a temperature sensor (not shown) attached to the inverter 42R, and the like are input, and the motor ECU 40 switches switching control signals to the transistors T31 to T36 of the inverter 42R. Is output. The motor ECU 40 also calculates the rotational speed Nmr of the motor MGR based on the rotational position of the rotor of the motor MGR from the rotational position detection sensor 44R.

  The thus configured hybrid vehicle 220 of the second embodiment is operated in the engine operation mode (HV mode) and the motor operation mode (EV mode) as in the hybrid vehicle 20 of the first embodiment. In the engine operation mode (HV mode), the HVECU 70 converts the torque required for traveling to the drive shaft 32 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. The required torque Tr * is set, and the required power Pe *, the target rotational speed Ne *, the target torque Te *, and the torque command Tm1 * of the motor MG1 are set in the same manner as the hybrid vehicle 20 of the first embodiment described above. When the motor MG1 is driven by the torque command Tm1 * from the product of the torque distribution kf of the front wheels out of the torque distribution kf, kr (kf + kr = 1) of the front and rear wheels, via the planetary gear 30. When the torque command Tm2 * of the motor MG2 is set assuming that the torque acting on the drive shaft 32 is reduced Is set by multiplying the required torque Tr * by the rear wheel torque distribution kr by the gear ratio Gr of the reduction gear GR to set the torque command Tmr * of the motor MGR, and the target rotational speed Ne * and the target torque Te *. Are transmitted to the engine ECU 24, and torque commands Tm1 *, Tm2 *, and Tmr * are transmitted 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. Also, the motor ECU 40 that has received the torque commands Tm1 *, Tm2 *, Tmr * causes the transistors T11 of the inverters 41, 42, 42R so that the motors MG1, MG2, MGR are driven by the torque commands Tm1 *, Tm2 *, Tmr *. -T16, T21 to T26, and T31 to T36 are switched. In this engine operation mode (HV mode), the operation of the engine 22 is stopped when the required power Pe * of the engine 22 is equal to or less than a stop threshold value Pstop that is determined as a better value when the engine 22 is stopped. Shift to the motor operation mode (EV mode).

  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 32 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 *. Torque command Tmr * of motor MGR is set as a product of the product multiplied by gear ratio Gr of reduction gear GR, and these are transmitted to motor ECU 40. When the motor ECU 40 receives the torque commands Tm1 *, Tm2 * Tmr *, the transistors T11-41 of the inverters 41, 42, 42R are driven so that the motors MG1, MG2, MGR are driven by the torque commands Tm1 *, Tm2 *, Tmr *. Switching control of T16, T21-26, T31-T36 is performed. In this motor operation mode (EV mode), the engine 22 obtained by subtracting the charge / discharge required power Pb * of the battery 50 from the travel power Pdrv * obtained by multiplying the required torque Tr * by the rotational speed Nr of the drive shaft 32. When the required power Pe * reaches or exceeds a starting threshold value Pstart that is determined as a value that is better when the engine 22 is started, the engine 22 is started and the engine operation mode (HV mode) is entered.

  Next, the operation of the hybrid vehicle 220 of the second embodiment thus configured, in particular, the capacitor 57 in which the rotational speed Nm2 of the motor MG2 is connected to the boost converter 55 and the high voltage system power line 54a or the battery voltage system power line 54b, The operation when LC resonance occurs in the region where LC resonance occurs in the circuit consisting of 58 will be described. For ease of explanation, the setting of the target rotational speed Ne * of the engine 22, the target torque Te *, the torque commands Tm1 *, Tm2 *, and Tmr * of the motors MG1, MG2, and MGR is limited to the input / output of the battery 50. It is assumed that the process is performed within the range of Win and Wout. FIG. 10 is a flowchart showing an example of a drive control routine executed by the HVECU 70 of the second embodiment when traveling in the engine operation mode (HV mode). This routine is repeatedly executed every predetermined time (for example, every several msec) while the vehicle is traveling in the engine operation mode (HV mode).

  When the drive control routine is executed, the HVECU 70 is necessary for controlling the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2, and Nmr of the motors MG1, MG2, and MGR. (Step S300), and the required torque Tr * is calculated by converting the torque required for traveling to the drive shaft 32 using the accelerator opening Acc, the vehicle speed V, and the required torque setting map of FIG. The travel power Pdrv * required for travel is calculated by multiplying the required torque Tr * by the rotational speed of the drive shaft 32 (the rotational speed Nm2 of the motor MG2). Further, the travel power Pdrv * is calculated from the travel power Pdrv *. The required power Pe * required for the engine 22 is reduced by reducing the charge / discharge required power Pb * and adding a loss Loss. Calculation (step S310), and based on the required power Pe * and the fuel efficiency priority operation line illustrated in FIG. 5, a target rotational speed Ne * and a target torque Te * as target operating points of the engine 22 are set (step S320). . Then, using the target rotational speed Ne *, the rotational speed Nm2 of the motor MG2 and the gear ratio ρ of the planetary gear 30, the target rotational speed Nm1 * of the motor MG1 is calculated and calculated by the above equation (1). Based on * and the input rotation speed Nm1 of the motor MG1, a torque command Tm1 * of the motor MG1 is calculated by the equation (2) (step S330).

  Subsequently, the torque designation Tm2 * of the motor MG2 is set as a value obtained by multiplying the value obtained by multiplying the required torque Tr * by the torque distribution kf of the front wheels and dividing the torque command Tm1 * by the gear ratio ρ of the planetary gear 30. (Step S440, see the following equation (7)), the torque command Tmr * of the motor MGR is set as a value obtained by multiplying the required torque Tr * by the rear wheel torque distribution kr and the gear ratio Gr of the reduction gear GR. (See step S450, equation (8)).

Tm2 * = kf ・ Tr * + Tm1 * / ρ (7)
Tmr * = kr ・ Tr * / Gr (8)

  Next, the rotational speed Nm2 of the motor MG2 is within a resonance region (N1 to N1) where LC resonance occurs in a circuit including the boost converter 55 and the capacitors 57 and 58 connected to the high voltage system power line 54a and the battery voltage system power line 54b. N2 is determined (step S360). When the rotational speed Nm2 of the motor MG2 is not within the resonance region (N1 to N2), the torque command Tm1 of the motors MG1, MG2, and MGR is determined. The target voltage VH * of the high voltage system power line 54a is set based on *, Tm2 *, Tmr * and the maximum voltage Vmax allowed for the high voltage system power line 54a (step S390), and the target rotation of the engine 22 is set. For the number Ne * and the target torque Te *, the torque command Tm1 of the motors MG1, MG2, and MGR is sent to the engine ECU 24. , Tm2 *, the Tmr * sends respectively to the motor ECU 40 (step S400), and terminates this routine. Here, in the second embodiment, the target voltage VH * is high in energy efficiency when the motors MG1, MG2, and MGR are driven by the torque commands Tm1 *, Tm2 *, and Tmr *, and is small between the voltage and the maximum voltage Vmax. Is set as the voltage of the other side. When the target voltage VH * is set, the HVECU 70 performs switching control of the transistors T51 and T52 of the boost converter 55 so that the high voltage system power line 54a becomes the target voltage VH *. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * receives the intake air amount in the engine 22 so that the engine 22 is operated at the target operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as control, fuel injection control, and ignition control are performed. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 *, and Tmr * drives the motor MG1 with the torque command Tm1 *, drives the motor MG2 with the torque command Tm2 *, and further drives the motor with the torque command Tmr *. Switching control of the transistors T11 to T16, T21 to T26, and T31 to T36 of the inverters 41, 42, and 42R is performed so that the MGR is driven. By such control, the engine 22 can be efficiently driven to travel by outputting the required torque Tr * for traveling to the front wheels (drive wheels 38a, 38b) and the rear wheels (drive wheels 39a, 39b).

  If it is determined in step S360 that the rotational speed Nm2 of the motor MG2 is within the resonance region (within the region N1 to N2), a new torque command Tm2 * is set by a correction that reduces the torque command Tm2 * of the motor MG2 by a predetermined torque ΔT. In addition, a new torque command Tmr * is set by correcting the motor MGR torque command Tmr * by adding a value obtained by dividing the predetermined torque ΔT by the gear ratio Gr of the reduction gear GR (step S370). (See step S380, equation (10)), the target voltage VH * of the high voltage power line 54a is set using the torque command Tm1 *, the corrected torque commands Tm2 *, Tmr *, and the maximum voltage Vmax (step S380). S390), the target rotational speed Ne * and the target torque Te * are sent to the engine ECU 24 and the torque command Tm1 * and the corrected The torque commands Tm2 * and Tmr * are transmitted to the motor ECU 40 (step S400), and this routine ends. Here, as in the first embodiment, the predetermined torque ΔT is a torque that decreases the torque command Tm2 * of the motor MG2 in order to reduce the amplitude of the LC resonance. For example, the predetermined torque ΔT is a half value of the torque command Tm2 * ( ΔT = Tm2 * / 2) or a value 1/3 of the torque command Tm2 * (ΔT = Tm2 * / 3) may be used, or a predetermined fixed value may be used. Thus, by correcting the torque command Tm2 * of the motor MG2 to be small, the LC resonance amplitude can be reduced. Moreover, the torque output to the drive shaft 32 when the torque command Tm2 * of the motor MG2 is corrected to be reduced by the predetermined torque ΔT is insufficient by the predetermined torque ΔT from the product of the required torque Tr * and the torque distribution kf of the front wheels. However, by correcting the torque command Tmr * of the motor MGR, a torque increased by a predetermined torque ΔT is output to the axles of the drive wheels 39a and 39b that are the rear wheels. The required torque Tr * is output as a value converted to the drive shaft 32. Therefore, the above-described steps S370 and S380 are corrected, and the motors MG2 and MGR and the boost converter 55 are controlled using the corrected torque commands Tm2 * and Tmr *, whereby the boost converter 55 and the high voltage system power line 54a. Or by outputting the required torque Tr * when the driving torque is converted to the drive shaft 32 while suppressing the LC resonance in the circuit including the capacitors 57 and 58 connected to the battery voltage system power line 54b. Can do. FIG. 11 shows torque commands Tm2 * and Tmr * of the motors MG2 and MGR before and after correction. As shown in the figure, the torque command Tm2 * of the motor MG2 that affects the amplitude of the LC resonance is corrected to be small, and the torque command Tmr * of the motor MGR is largely corrected.

Tm2 * ← Tm2 * −ΔT (9)
Tmr * ← Tmr * ＋ ΔT / Gr (10)

  FIG. 12 is a flowchart showing an example of a drive control routine executed by the HVECU 70 of the second embodiment when traveling in the motor operation mode (EV mode). This routine is repeatedly executed at predetermined time intervals (for example, every several msec) while traveling in the motor operation mode (EV mode).

  When the drive control routine of FIG. 12 is executed, the HVECU 70 is necessary for control such as the accelerator opening degree Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm2, Nmr of the motors MG2, MGR. Data is input (step S500), and the required torque Tr * is set by converting the torque required for traveling to the drive shaft 32 using the accelerator opening Acc, the vehicle speed V, and the required torque setting map of FIG. At the same time (step S510), a value 0 is set as the torque command Tm1 * of the motor MG1 (step S520). Then, the torque designation Tm2 * of the motor MG2 is set by multiplying the required torque Tr * by the torque distribution kf of the front wheel (see step S530, the following equation (11)), and the torque distribution of the rear wheel is set to the required torque Tr *. The torque command Tmr * of the motor MGR is set as the value obtained by multiplying kr divided by the gear ratio Gr of the reduction gear GR (step S540, see the above equation (8)).

  Tm2 * = kf ・ Tr * (11)

  Next, the rotational speed Nm2 of the motor MG2 is within a resonance region (N1 to N1) where LC resonance occurs in a circuit including the boost converter 55 and the capacitors 57 and 58 connected to the high voltage system power line 54a and the battery voltage system power line 54b. N2 region) (step S550). When the rotational speed Nm2 of the motor MG2 is not within the resonance region (N1 to N2 region), the motors MG2 and MGR torque commands Tm2 *, The target voltage VH * of the high voltage system power line 54a is set based on Tmr * and the maximum voltage Vmax allowed for the high voltage system power line 54a (step S580), and the torque command Tm1 * of the motor MG1 having a value of 0 is set. And torque commands Tm2 * and Tmr * of the motors MG2 and MGR are transmitted to the motor ECU 40 (step S590). To end the routine. Here, in the EV mode, the target voltage VH * is set as the smaller one of the voltage and the maximum voltage Vmax because the energy efficiency is high when the motors MG2 and MGR are driven with the torque commands Tm2 * and Tmr *. . When the motor ECU 40 receives the torque commands Tm1 *, Tm2 *, and Tmr *, the motor MG1 is driven by the torque command Tm1 * having the value 0 (torque output having the value 0) and the motor MG2 is driven by the torque command Tm2 *. Further, switching control of the transistors T11 to T16, T21 to T26, and T31 to T36 of the inverters 41, 42, and 42R is performed so that the motor MGR is driven by the torque command Tmr *. By such control, it is possible to travel by outputting the required torque Tr * for traveling to the front wheels (drive wheels 38a, 38b) and the rear wheels (drive wheels 39a, 39b) in a state where the operation of the engine 22 is stopped.

  If it is determined in step S550 that the rotational speed Nm2 of the motor MG2 is within the resonance region (N1 to N2 region), a new torque command Tm2 * is set by correction that reduces the torque command Tm2 * of the motor MG2 by a predetermined torque ΔT. In addition, a new torque command Tmr * is set by correcting the motor MGR torque command Tmr * by adding the predetermined torque ΔT divided by the gear ratio Gr of the reduction gear GR (step S560, see equation (9) above). Then, the target voltage VH * of the high-voltage system power line 54a is set using the corrected torque commands Tm2 *, Tmr * and the maximum voltage Vmax (step S580). , A torque command Tm1 * having a value of 0 and corrected torque commands Tm2 * and Tmr * are transmitted to the motor ECU 40 (step S5). 90) This routine is terminated. Thus, by correcting the torque command Tm2 * of the motor MG2 to be small, the LC resonance amplitude can be reduced even in the motor operation mode. Moreover, the torque output to the drive shaft 32 when the torque command Tm2 * of the motor MG2 is corrected to be reduced by the predetermined torque ΔT is insufficient by the predetermined torque ΔT from the product of the required torque Tr * and the torque distribution kf of the front wheels. However, by correcting the torque command Tmr * of the motor MGR, a torque increased by a predetermined torque ΔT is output to the axles of the drive wheels 39a and 39b that are the rear wheels. The required torque Tr * is output as a value converted to the drive shaft 32. Therefore, the above-described steps S560 and S570 are corrected, and the motors MG2 and MGR and the boost converter 55 are controlled using the corrected torque commands Tm2 * and Tmr *, whereby the boost converter 55 and the high voltage system power line 54a. Or by outputting the required torque Tr * when the driving torque is converted to the drive shaft 32 while suppressing the LC resonance in the circuit including the capacitors 57 and 58 connected to the battery voltage system power line 54b. Can do.

  According to the hybrid vehicle 220 of the second embodiment described above, the rotational speed Nm2 of the motor MG2 is higher than that of the boost converter 55 in both the engine operation mode (HV mode) and the motor operation mode (EV mode). When it is within a resonance region (in the region of N1 to N2) where LC resonance occurs in a circuit including capacitors 57 and 58 connected to the voltage system power line 54a and the battery voltage system power line 54b, the torque command Tm2 of the motor MG2 * Is corrected to decrease by a predetermined torque ΔT, and along with this correction, correction is performed to increase the torque command Tmr * of the motor MGR by the predetermined torque ΔT divided by the gear ratio Gr of the reduction gear GR. Motors MG2, MGR and boost converter 55 are controlled using torque commands Tm2 * and Tmr *. As a result, the driving torque is converted to the drive shaft 32 while suppressing LC resonance in the circuit including the boost converter 55 and the capacitors 57 and 58 connected to the high voltage system power line 54a and the battery voltage system power line 54b. To output the required torque Tr *.

  In the hybrid vehicle 220 of the second embodiment, not only the motor MG2 but also a power output device including the engine 22, the motor MG1, and the planetary gear 30 is connected to the drive shaft 32 to which the drive wheels 38a and 38b are coupled. However, only the motor MG2 may be connected to the drive wheels 38a and 38b as shown in the electric vehicle 320 of the modified example of FIG. In this electric vehicle 320, assuming that there is no motor MG1, a drive control routine in the motor operation mode (EV mode) of the hybrid vehicle 220 of the second embodiment shown in FIG. 12 may be executed.

  In the hybrid vehicle 220 of the second embodiment, when the rotational speed Nm2 of the motor MG2 is within the resonance region where the LC resonance occurs (in the region of N1 to N2), the torque command Tm2 * of the motor MG2 is decreased by a predetermined torque ΔT. Along with this correction, the torque command Tmr * of the motor MGR is corrected so as to increase by a value obtained by dividing the predetermined torque ΔT by the gear ratio Gr of the reduction gear GR, and the corrected torque commands Tm2 *, Tmr * Is used to control the motors MG2, MGR, and the boost converter 55. However, when the rotational speed Nmr of the motor MGR is in a resonance region where LC resonance occurs (in the region of N1 to N2), the torque of the motor MGR The command Tmr * is corrected so as to be reduced by a predetermined torque. Along with this correction, the torque command Tm2 * of the motor MG2 is changed to the predetermined torque. It is also possible to perform correction to increase only by multiplying by the gear ratio Gr of the reduction gear GR, and to control the motors MG2, MGR, and boost converter 55 using the corrected torque commands Tm2 *, Tmr *.

  In the hybrid vehicle 20 and the hybrid vehicle 220 of the first and second embodiments and the hybrid vehicle 120 and the electric vehicle 320 of the modified example, two motors, the motor MG1 and the motor MG2, or the motor MG2 and the motor MGR, and the motor MG2 are used. In the resonance region (in the region of N1 to N2) where LC resonance occurs in a circuit comprising the boost converter 55 and the capacitors 57 and 58 connected to the high voltage system power line 54a and the battery voltage system power line 54b. In this case, the torque command Tm2 * of the motor MG2 is corrected to be small and the torque command of the other motor is corrected to output the running torque while suppressing the LC resonance. Resonance region in which the above motor is provided and the rotational speed Nm2 of the motor MG2 causes LC resonance (In the range of N1 to N2), the torque command Tm2 * of the motor MG2 is corrected to be small, and the torque command of a part or all of the remaining motors is corrected to suppress LC resonance. It is good also as what travels by outputting a torque. For example, in the hybrid vehicle 220 of the second embodiment, the rotational speed Nm2 of the motor MG2 is within the resonance region (in the region of N1 to N2) in which LC resonance occurs when traveling in the engine operation mode (HV mode). 3, the process of steps S160 to S180 of the drive control routine of FIG. 3, that is, correction that the torque command Tm2 * of the motor MG2 is reduced by a predetermined torque ΔT1, is accompanied by the torque command Tm1 * of the motor MG1. Correction that decreases only by multiplying the predetermined torque ΔT1 by the gear ratio ρ and correction that increases the target torque Te * of the engine 22 by only the predetermined torque ΔT1 multiplied by the sum (1 + ρ) of the gear ratio ρ and the value 1 are performed. Further, the processing in steps S370 and S380 in FIG. 10 and the processing in steps S560 and S570 in FIG. The torque command Tm2 * of the motor MGR is further reduced by a predetermined torque ΔT2, and along with this correction, the torque command Tmr * of the motor MGR is increased by a value obtained by multiplying the predetermined torque ΔT2 by the gear ratio Gr of the reduction gear GR. The engine 22 and the motors MG1, MG2, MGR, and the boost converter 55 may be controlled using the corrected target torque Te * and the torque commands Tm1 *, Tm2 *, Tmr *. Further, as illustrated in FIG. 14, the motors MGRa and MGRb are attached to the drive wheels 39a and 39b, respectively, and the inverters 42Ra and 42Rb for driving the motors MGRa and MGRb are connected to the high voltage system power line 54a. In the electric vehicle 420, when the rotational speed Nm2 of the motor MG2 is within the resonance region where the LC resonance occurs (in the region of N1 to N2), the torque command Tm2 * of the motor MG2 is corrected to be reduced by a predetermined torque ΔT. As a result of this correction, the torque commands Tmra * and Tmrb * of the motors MGRa and MGRb are corrected so as to increase only by multiplying the predetermined torque ΔT by 1/2 and the conversion coefficient, respectively, and the corrected torque commands Tm2 *, Tm2 *, Motors MG2, MGRa, MGRb, boost converter using Tmra *, Tmrb * 55 may be controlled.

  Next, 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 correspondence relationship between the first embodiment and the main elements of the invention described in the section for solving the problem, the motor MG1 corresponds to the “first electric motor” and the inverter 41 corresponds to the “first inverter circuit”. The motor MG2 corresponds to the “second electric motor”, the inverter 42 corresponds to the “second inverter circuit”, the battery 50 corresponds to the “secondary battery”, and the boost converter 55 corresponds to the “boost circuit”. The capacitor 58 corresponds to the “battery voltage system smoothing capacitor”, the capacitor 57 corresponds to the “drive voltage system smoothing capacitor”, and the target rotation speed Ne * and the target torque Te * are executed by executing the drive control routine of FIG. Is transmitted to the engine ECU 24, torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40, and the boost converter 55 is controlled based on the target voltage VH *. 70, the engine ECU 24 that controls the engine 22 based on the target rotational speed Ne *, and the target torque Te *, and the motor ECU 40 that controls the motors MG1 and MG2 based on the torque commands Tm1 * and Tm2 * serve as “control means”. Equivalent to. The planetary gear 30 corresponds to a “planetary gear mechanism”. In the correspondence relationship between the second embodiment and the main elements of the invention described in the section for solving the problem, the motor MGR corresponds to the “first electric motor” and the inverter 42R becomes the “first inverter circuit”. The motor MG2 corresponds to the “second electric motor”, the inverter 42 corresponds to the “second inverter circuit”, the battery 50 corresponds to the “secondary battery”, and the boost converter 55 corresponds to the “boost circuit”. The capacitor 58 corresponds to the “battery voltage system smoothing capacitor”, the capacitor 57 corresponds to the “drive voltage system smoothing capacitor”, and the torque command Tm2 *, TmR * is executed by executing the drive control routine of FIG. 10 or FIG. Is transmitted to the motor ECU 40, and the motor MG is controlled based on the HVECU 70 that controls the boost converter 55 based on the target voltage VH * and the torque commands Tm2 *, TmR *. A motor ECU40 for controlling MGR 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 automobile manufacturing industry.

  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 drive wheel, 39a, 39b drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42, 42R, 42Ra, 42Rb inverter, 43, 44, 44R rotational position detection sensor, 50 battery, 54a high voltage system power line, 54b battery voltage system power line, 55 booster Converter, 57, 58 Capacitor, 70 Hybrid electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position Transition sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 320, 420 electric vehicle, D11-D16, D21-D26, D31-D36, D51, D52 diode, GR reduction gear, L reactor, MG1, MG2 , MGR, MGRa, MGRb motor, T11 to T16, T21 to T26, T31 to T36, T51, T52 transistors.

Claims (2)

At least one first electric motor capable of outputting driving power; a first inverter circuit for driving the first electric motor; an internal combustion engine; a drive shaft connected to an axle; and an output shaft of the internal combustion engine A planetary gear mechanism in which three rotating elements are connected to three rotation shafts of the first electric motor, and a planetary gear mechanism that is connected to the drive shaft without passing through the planetary gear mechanism and has a rotational speed different from that of the first electric motor. A second electric motor capable of driving and outputting driving power; a second inverter circuit for driving the second electric motor; a secondary battery; a reactor; and two switching elements. A booster circuit that boosts the power of the connected battery voltage system and supplies the boosted power to the drive voltage system to which the first inverter and the second inverter are connected; and a battery voltage system smoothing circuit that smoothes the voltage of the battery voltage system And capacitors, in automobile and a driving voltage based smoothing capacitor for smoothing the voltage of the drive voltage system,
A first torque command to be output from the first electric motor and a second torque command to be output from the second electric motor are set by a predetermined method to output a required torque required for traveling, and the first torque command is output. Control means for controlling the first inverter circuit, the second inverter circuit, and the booster circuit so that the first motor is driven by the torque command and the second motor is driven by the second torque command. ,
When the rotational speed of the second electric motor is in a resonance region state that is in a frequency region that causes LC resonance in a circuit that includes elements attached to the battery voltage system, the booster circuit, and the drive voltage system, The first torque command is corrected so that the absolute value of the second torque command is reduced and the required torque is output, and the first motor is driven and corrected by the corrected first torque command. means der for controlling the said first inverter circuit second inverter circuit and the step-up circuit so that the second electric motor is driven by the second torque command post is,
The control means sets a target operating point of the internal combustion engine so that power based on traveling power for traveling at the required torque is output from the internal combustion engine, and the internal combustion engine operates at the target operating point. The first torque command is set so that the internal combustion engine is operated at the target operation point and the first motor is driven by the first torque command, and the drive shaft side is connected via the planetary gear mechanism. The second torque command is set based on a torque that is insufficient for the required torque, and the internal combustion engine is controlled to operate at the target operating point. The first inverter circuit is driven such that the first motor is driven by a torque command and the second motor is driven by the second torque command. A means for controlling said boosting circuit and said second inverter circuit,
The control means further corrects the second torque command to be small when in the resonance region state, and a torque corresponding to a shortage of the required torque due to the correction of the second torque command. The target operation point and the first torque command are corrected so as to be output as an increment from the internal combustion engine and the first electric motor via a mechanism so that the internal combustion engine is operated at the corrected target operation point. The first inverter circuit and the second motor control the internal combustion engine so that the first electric motor is driven by the corrected first torque command and the second electric motor is driven by the corrected second torque command. Ru means der for controlling the inverter circuit and the booster circuit,
Automobile. The automobile according to claim 1,
The first electric motor is mounted to output torque to the first axle;
The second electric motor is attached to output torque to a second axle different from the first axle;
Automobile.

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