JP6741903B2 - Control device for hybrid vehicle - Google Patents

Description

The present disclosure relates to a control device for a hybrid vehicle including an engine, an electric motor, a power storage device, an inverter that drives the electric motor, and a voltage conversion device that converts a voltage between the power storage device and the inverter.

Conventionally, a voltage converter connected to a battery voltage system and a drive voltage system connected to an inverter that drives an electric motor and capable of adjusting the voltage of the drive voltage system, and a voltage of the drive voltage system is allowed. A hybrid vehicle including a control device that controls a boost converter so as to be adjusted within a range equal to or lower than an upper limit voltage is known (for example, see Patent Document 1). In this hybrid vehicle, the allowable upper limit voltage is set to the standard voltage when the atmospheric pressure detected by the atmospheric pressure sensor is equal to or higher than the threshold value (when the altitude is low), and when the atmospheric pressure is lower than the threshold value (the altitude is high. In the case), the lower the atmospheric pressure is, the lower the standard voltage is set. As a result, even when the withstand voltage of the electric motor is lowered due to the decrease in atmospheric pressure, it is possible to prevent the insulation deterioration of the electric motor from being accelerated.

JP, 2014-161165, A

However, an abnormality may occur in the barometric pressure sensor in the conventional hybrid vehicle, and when the detection value of the atmospheric pressure sensor decreases due to the abnormality, the output voltage of the boost converter is excessively limited, and the power of the hybrid vehicle is reduced. It may reduce the performance. Further, when the detection value of the atmospheric pressure sensor rises due to an abnormality, the output voltage of the boost converter may not be limited even though the altitude is high, and the protection of the electric motor may be insufficient.

Therefore, the invention of the present disclosure more appropriately limits the output voltage of the voltage conversion device that converts the voltage between the power storage device and the inverter, and achieves both protection of the electric motor and securing of the power performance of the hybrid vehicle. The main purpose.

A control device for a hybrid vehicle of the present disclosure includes an engine, an electric motor, a power storage device, an inverter that drives the electric motor, a voltage conversion device that converts a voltage between the power storage device and the inverter, and an atmospheric pressure. In a control device for a hybrid vehicle including an atmospheric pressure sensor for detecting, the altitude is considered to be equal to or higher than a predetermined altitude from the detected value of the atmospheric pressure sensor and the calculated value of the atmospheric pressure calculated according to the operating state of the engine. In this case, the output voltage of the voltage conversion device is limited based on the smaller one of the detected value of the atmospheric pressure sensor and the calculated value of the atmospheric pressure, and from the detected value of the atmospheric pressure sensor and the calculated value of the atmospheric pressure. When it is considered that the altitude is lower than the predetermined altitude, the output voltage of the voltage conversion device is limited based on a detection value of the atmospheric pressure sensor.

When the altitude is considered to be equal to or higher than a predetermined altitude based on the detected value of the atmospheric pressure sensor and the calculated value of the atmospheric pressure, the control device converts the voltage based on the smaller one of the detected value of the atmospheric pressure sensor and the calculated value of the atmospheric pressure. Limit the output voltage of the device. As a result, even at high altitudes where the atmospheric pressure and the withstand voltage of the electric motor are lowered, even if an abnormality occurs in the atmospheric pressure sensor or the altitude is not reflected in the calculated atmospheric pressure value due to the stop of the engine, the electric motor can be more reliably It becomes possible to protect. In addition, the control device limits the output voltage of the voltage conversion device based on the detection value of the atmospheric pressure sensor when the altitude is considered to be less than the predetermined altitude based on the detection value of the atmospheric pressure sensor and the calculated value of the atmospheric pressure. .. As a result, even if the altitude is not reflected in the calculated atmospheric pressure or the atmospheric pressure sensor becomes abnormal due to the engine stoppage in the lowland where the atmospheric pressure and the withstand voltage of the electric motor become high, the atmospheric pressure sensor will be uniformly operated. Compared to the case where the output voltage of the voltage conversion device is limited based on the smaller of the detected value and the calculated atmospheric pressure, the output voltage of the voltage conversion device is suppressed from being excessively limited, and the power of the hybrid vehicle is reduced. Good performance can be ensured. As a result, it is possible to more appropriately limit the output voltage of the voltage conversion device that converts the voltage between the power storage device and the inverter, and to achieve both the power performance of the hybrid vehicle and the protection of the electric motor.

Further, the control device, if at least one of the detected value of the atmospheric pressure sensor and the calculated value of the atmospheric pressure is less than a predetermined value, considers that the altitude is higher than or equal to a predetermined altitude, and detects the detected value of the atmospheric pressure sensor and the atmospheric pressure. When the calculated value of is equal to or higher than the predetermined value, the altitude may be considered to be equal to or higher than the predetermined altitude.

It is a schematic structure figure showing a vehicle controlled by a control device of this indication. 5 is a flowchart showing an example of a boosted voltage command value setting routine executed by the control device of the present disclosure. It is explanatory drawing which shows an example of an allowable upper limit voltage setting map. 7 is a flowchart showing another example of a boosted voltage command value setting routine executed by the control device of the present disclosure.

Next, modes for carrying out the invention of the present disclosure will be described with reference to the drawings.

FIG. 1 is a schematic configuration diagram showing a hybrid vehicle 1 that is a vehicle of the present disclosure. A hybrid vehicle 1 shown in the figure is connected to an engine 2, a single-pinion type planetary gear 3, motors MG1 and MG2 each configured as a synchronous generator motor, a power storage device (battery) 4, and a power storage device 4. In addition, a power control device (hereinafter referred to as “PCU”) 5 that drives motors MG1 and MG2, and a hybrid electronic control device (hereinafter referred to as “HVECU”) 70 that controls the entire vehicle are included.

The engine 2 is an internal combustion engine that generates power by explosive combustion of a mixture of hydrocarbon-based fuel such as gasoline, light oil, and LPG and air, and is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 25. To be done. The engine ECU 25 inputs signals from various sensors that detect the state of the engine 2 and the like. For example, the engine ECU 25 detects the rotational position (crank position) of the crankshaft detected by the crank position sensor, the throttle opening Th of an electronically controlled throttle valve (not shown) detected by the throttle valve position sensor, and the air flow meter. The intake air amount Ga of the engine 2 and the cam position detected by the cam position sensor of the variable valve timing mechanism are input. Further, the engine ECU 25 calculates the rotation speed Ne of the engine 2 (crankshaft) based on the crank position from the crank position sensor while the engine 2 is operating, and calculates the phase angle of the cam with respect to the crank angle as the valve timing VT. To do. Further, during operation of the engine 2, the engine ECU 25 calculates the atmospheric pressure, which is an estimated value of the atmospheric pressure around the vehicle, based on the rotational speed Ne of the engine 2, the throttle opening Th, the valve timing VT, the intake air amount Q, and the like. Calculate the value Pcal.

The planetary gear 3 includes a sun gear connected to the rotor of the motor MG1, a ring gear connected to the drive shaft DS and a rotor of the motor MG2 via a reduction gear or a transmission (not shown), and a plurality of pinion gears. And a planetary carrier connected to the crankshaft of the engine 2 via a damper (not shown). The drive shaft DS is connected to the left and right wheels (drive wheels) DW via a gear mechanism and a differential gear (not shown).

The motor MG1 mainly operates as a generator that is driven by the engine 2 that is operated under load to generate electric power, and the motor MG2 mainly includes at least one of electric power from the power storage device 4 and electric power from the motor MG1. It operates as an electric motor driven by one side to generate power for traveling, and outputs regenerative braking force when the hybrid vehicle 1 is being braked. Motors MG1 and MG2 exchange electric power with power storage device 4 via PCU5.

Power storage device 4 is, for example, a lithium-ion secondary battery or a nickel-hydrogen secondary battery having a rated output voltage of 200 to 300V. A positive electrode terminal of power storage device 4 is connected to positive electrode side power line PL1 via positive electrode side system main relay SMRB, and a negative electrode terminal of power storage device 4 is connected to negative electrode side power line NL1 via negative electrode side system main relay SMRG. Are connected. Further, the power storage device 4 is provided with a voltage sensor 41 that detects a terminal voltage VB of the power storage device 4 and a current sensor 42 that detects a current (charge/discharge current) IB flowing through the power storage device 4.

The PCU 5 boosts the electric power from the first inverter 51 that drives the motor MG1, the second inverter 52 that drives the motor MG2, and the power storage device 4, and can step down the voltage from the motors MG1 and MG2 side. (Voltage conversion module) 53, DC/DC converter 54 that reduces the electric power from the power storage device 4, etc. and supplies it to a plurality of auxiliary machines and auxiliary machines (low voltage) batteries (all are not shown), filter capacitor 56, smoothing capacitor 58, voltage sensors 57 and 59, first and second inverters 51 and 52, and a motor electronic control unit (hereinafter, referred to as “MGECU”) 55 that controls the step-up/down converter 53 and the like. The first and second inverters 51 and 52 are composed of six transistors and six diodes connected in parallel to the respective transistors in opposite directions. The step-up/down converter 53 includes, for example, two insulated gate bipolar transistors (IGBTs), two diodes connected in parallel to the respective transistors in opposite directions, and a reactor.

The MGECU 55 is detected by a pre-boosting voltage VL from the voltage sensor 57, a post-boosting voltage VH from the voltage sensor 59, a detection value of a resolver (not shown) that detects the rotational position of the rotors of the motors MG1, MG2, and a current sensor (not shown). The phase current and the like applied to the motors MG1 and MG2 are input. The MGECU 55 generates a switching control signal to each transistor of the first and second inverters 51 and 52 and the buck-boost converter 53 based on these input signals, and the first and second inverters 51 and 52 and the buck-boost converter. 53 is switching-controlled. The MGECU 55 also calculates the rotation speed Nm1 of the motor MG1 and the rotation speed Nm2 of the motor MG2 based on the detected value of the resolver.

The HVECU 70 is a microcomputer including a CPU (not shown) and the like, and other electronic control devices via the network (CAN), various sensors such as an accelerator pedal position sensor, a vehicle speed sensor, and an atmospheric pressure sensor 80 for detecting the atmospheric pressure around the vehicle. Etc. are connected. When the hybrid vehicle 1 travels, the HVECU 70 determines the accelerator opening (accelerator depression amount) Acc detected by the accelerator pedal position sensor, the vehicle speed V detected by the vehicle speed sensor, and the rotation speeds Nm1, Nm2 of the motors MG1, MG2 from the MGECU 55. And so on. The HVECU 70 sets the required torque Tr* required for traveling on the basis of the accelerator opening Acc and the vehicle speed V, and also sets the target engine power Pe* and the target rotation speed Ne* of the engine 2 and the torques for the motors MG1 and MG2. Set command values Tm1*, Tm2*, etc. Further, the HVECU 70 cooperates with the engine ECU 25 and the MGECU 55 to intermittently stop or start (restart) the engine 2 based on the output request of the driver and the state of the power storage device 4.

Further, the HVECU 70 uses the output voltage of the step-up/down converter 53 of the PCU 5 based on the atmospheric pressure detection value Pa (hereinafter referred to as “atmospheric pressure detection value”) Pa by the atmospheric pressure sensor 80 and the atmospheric pressure calculation value Pcal from the engine ECU 25. The post-boosting voltage command value VH*, which is the target value of the post-boosting voltage VH, is set so that the post-boosting voltage VH becomes equal to or lower than the withstand voltage of the motors MG1 and MG2 according to the atmospheric pressure around the vehicle, and is transmitted to the MGECU 55. .. The MGECU 55 sets the post-boosting voltage VH to the post-boosting voltage command value VH* based on the post-boosting voltage command value VH* from the HVECU 70 and the pre-boosting voltage VL and the post-boosting voltage VH from the voltage sensors 57 and 59. Switching control of the transistor of the step-up/down converter 53 is performed. When the boosted voltage VH that is the output voltage of the step-up/down converter 53 is limited according to the boosted voltage command value VH*, the output torque from the motor MG2 and the like is limited accordingly.

Next, the procedure for setting the above-mentioned boosted voltage command value VH* will be described with reference to FIGS. 2 and 3.

FIG. 2 is a flowchart showing an example of a post-boosting voltage command value setting routine that is repeatedly executed by the HVECU 70 at predetermined intervals while the hybrid vehicle 1 is traveling. At the start of the boosted voltage command value setting routine of FIG. 2, the HVECU 70 determines the torque command values Tm1*, Tm2* for the motors MG1, MG2, the rotation speeds Nm1, Nm2 of the motors MG1, MG2 from the MGECU 55, and the pressure sensor 80. Data necessary for setting the boosted voltage command value VH* such as the atmospheric pressure detection value Pa and the latest atmospheric pressure calculation value Pcal calculated by the engine ECU 25 is input (step S100).

Next, the HVECU 70 sets the temporary voltage command value VHtmp that is the target voltage according to the running state of the boosted voltage VH of the hybrid vehicle 1 (step S110). In step S110, the HVECU 70 determines the voltage value corresponding to the target operating point (torque command value Tm1* and rotation speed Nm1) of the motor MG1 from the target voltage setting map (not shown) for the motor MG1, and the value for the motor MG2. A voltage value corresponding to the target operating point (torque command value Tm2* and rotation speed Nm2) of the motor MG2 is derived from a target boosted voltage setting map (not shown), and the larger derived voltage value is the temporary voltage. Set to the command value VHtmp.

After the process of step S110, the HVECU 70 determines whether the atmospheric pressure detection value Pa input in step S100 is less than a predetermined reference pressure Pref (step S120). The reference pressure Pref as the threshold value used in step S120 is required to more reliably suppress the insulation deterioration due to the decrease in withstand voltage of the motors MG1 and MG2 due to the decrease in atmospheric pressure. For example, the altitude is about 2000 m. It is set to a value (for example, about 70 to 80 kPa) in consideration of the atmospheric pressure at that time.

When it is determined in step S120 that the atmospheric pressure detection value Pa is less than the reference pressure Pref (step S120: YES), the HVECU 70 determines that the atmospheric pressure detection value Pa is less than the atmospheric pressure calculation value Pcal input in step S100. It is determined whether or not (step S130). When it is determined in step S130 that the atmospheric pressure detection value Pa is less than the atmospheric pressure calculation value Pcal (step S130: YES), the HVECU 70 inputs the atmospheric pressure detection value Pa input in step S100, that is, the atmospheric pressure detection value Pa. And the calculated atmospheric pressure Pcal, whichever is smaller, are set as the control atmospheric pressure P* (step S140). When it is determined in step S130 that the atmospheric pressure detection value Pa is equal to or greater than the atmospheric pressure calculation value Pcal (step S130: NO), the HVECU 70 detects the atmospheric pressure calculation value Pcal input in step S100, that is, the atmospheric pressure detection. The smaller of the value Pa and the calculated atmospheric pressure Pcal is set as the control atmospheric pressure P* (step S145).

On the other hand, when it is determined in step S120 that the atmospheric pressure detection value Pa is equal to or higher than the reference pressure Pref (step S120: NO), the HVECU 70 determines whether the atmospheric pressure calculated value Pcal is less than the reference pressure Pref. Yes (step S125). When it is determined in step S125 that the atmospheric pressure calculated value Pcal is less than the reference pressure Pref (step S125: YES), the HVECU 70 receives the atmospheric pressure calculated value Pcal input in step S100, that is, the atmospheric pressure detected value Pa and the large atmospheric pressure. The smaller one of the calculated atmospheric pressure Pcal is set as the control atmospheric pressure P* (step S145). On the other hand, when it is determined in step S125 that the atmospheric pressure calculated value Pcal is equal to or higher than the reference pressure Pref (step S125: NO), the HVECU 70 sets the atmospheric pressure detection value Pa input in step S100 to the control large value. The atmospheric pressure P* is set (step S140).

After setting the control atmospheric pressure P* in step S140 or S145, the HVECU 70 sets the allowable upper limit value of the boosted voltage VH that is the output voltage of the step-up/down converter 53 based on the control atmospheric pressure P*. A certain allowable upper limit voltage VHlim is set (step S150). In step S150, the HVECU 70 derives a voltage value corresponding to the control atmospheric pressure P* from the allowable upper limit voltage setting map illustrated in FIG. 3 stored in the ROM (not shown), and uses the derived voltage value as the allowable upper limit voltage VHlim. Set. In the present embodiment, as shown in FIG. 3, the allowable upper limit voltage setting map predetermines the allowable upper limit voltage VHlim when the control atmospheric pressure P* is equal to or higher than the first threshold value PH (for example, 90 to 100 kPa). If the maximum voltage (for example, the rated voltage) VHmax is set and the atmospheric pressure Pout is less than the first threshold value PH, the allowable upper limit voltage VHlim is equal to or lower than the withstand voltage of the motors MG1 and MG2 according to the atmospheric pressure around the vehicle. In addition, it is created in advance so that it becomes smaller as the control atmospheric pressure P* becomes lower within the range from the first threshold value PH to the second threshold value PL (<PH). Further, the allowable upper limit voltage setting map of the present embodiment is created in advance so that the allowable upper limit voltage VHlim becomes the predetermined minimum voltage VHmin when the control atmospheric pressure P* is equal to or lower than the second threshold value PL. It

After setting the allowable upper limit voltage VHlim in step S150, the HVECU 70 sets the smaller one of the temporary voltage command value VHtmp and the allowable upper limit voltage VHlim set in step S110 as the boosted voltage command value VH* (step S160). ). Then, the HVECU 70 transmits the set boosted voltage command value VH* to the MGECU 55 (step S170), and ends the present routine tentatively. Upon receiving the boosted voltage command value VH* from the HVECU 70, the MGECU 55 performs switching control of the transistor of the step-up/down converter 53 so that the boosted voltage VH becomes the boosted voltage command value VH*. When the next execution timing of the routine of FIG. 2 arrives, the HVECU 70 again executes the processing of step S100 and thereafter.

As a result of executing the boosted voltage command value setting routine as described above, in the hybrid vehicle 1, when the detection value of the atmospheric pressure sensor 80, that is, the atmospheric pressure detection value Pa is less than the reference pressure (predetermined value) Pref (step S120: YES), the smaller one of the atmospheric pressure detected value Pa and the atmospheric pressure calculated value Pcal is set as the control atmospheric pressure P* (steps S140 and S145), and based on the allowable upper limit voltage VHlim corresponding to the control atmospheric pressure P*. The boosted voltage VH, which is the output voltage of the step-up/down converter 53, is limited (steps S150 to S170). Similarly, when the atmospheric pressure detection value Pa is equal to or higher than the reference pressure Pref and the atmospheric pressure calculation value Pcal is lower than the reference pressure Pref (step S125: YES), the atmospheric pressure detection value Pa and the atmospheric pressure calculation value Pcal. The smaller atmospheric pressure calculated value Pcal is set to the control atmospheric pressure P* (step S145), and the output voltage of the step-up/down converter 53 is set based on the allowable upper limit voltage VHlim corresponding to the control atmospheric pressure P*. A certain boosted voltage VH is limited (steps S150 to S170).

That is, when at least one of the atmospheric pressure detection value Pa and the atmospheric pressure calculation value Pcal is less than a predetermined value, more specifically, when the atmospheric pressure detection value Pa is less than the reference pressure Pref, or when the atmospheric pressure detection is performed. When the value Pa is equal to or higher than the reference pressure Pref and the atmospheric pressure calculated value Pcal is lower than the reference pressure Pref, the current altitude is required to more reliably suppress insulation deterioration of the motors MG1 and MG2. Can be considered to be higher than the altitude (predetermined altitude) corresponding to. Then, in the present embodiment, when the current altitude is considered to be equal to or higher than the altitude corresponding to the reference pressure Pref, the boosted voltage VH is determined based on the smaller of the atmospheric pressure detection value Pa and the atmospheric pressure calculation value Pcal. Is limited. As a result, in the highland where the atmospheric pressure and the withstand voltage of the motors MG1 and MG2 decrease, an abnormality occurs in the atmospheric pressure sensor 80, or even if the altitude is not reflected in the atmospheric pressure calculated value Pcal due to the operation stop of the engine 2. , The motors MG1 and MG2 can be protected more reliably.

In the hybrid vehicle 1, when the atmospheric pressure detection value Pa is equal to or higher than the reference pressure Pref and the atmospheric pressure calculation value Pcal is equal to or higher than the reference pressure Pref (step S125: NO), the atmospheric pressure detection value Pa is equal to the control large value. The pressure P* is set (step S140), and the boosted voltage VH that is the output voltage of the step-up/down converter 53 is limited based on the allowable upper limit voltage VHlim that corresponds to the control atmospheric pressure P* (steps S150 to S170). .. That is, when both the atmospheric pressure detection value Pa and the atmospheric pressure detection value Pcal are equal to or higher than the reference pressure Pref, it can be considered that the current altitude is lower than the altitude corresponding to the reference pressure Pref. Then, in the present embodiment, when it is considered that the current altitude is lower than the altitude corresponding to the reference pressure Pref, the boosted voltage VH is limited based on the atmospheric pressure detection value Pa.

As a result, even in a lowland where the atmospheric pressure and the withstand voltage of the motors MG1 and MG2 are high, even if the altitude is not reflected in the calculated atmospheric pressure Pcal or the atmospheric pressure sensor 80 becomes abnormal due to the stop of the operation of the engine 2. As compared with the case where the boosted voltage VH is limited based on the smaller one of the atmospheric pressure detected value Pa and the atmospheric pressure detected value Pcal, the output of the boosted voltage VH, that is, the torque from the motor MG2 is excessively limited. It is possible to suppress the occurrence of the damage and to secure the power performance of the hybrid vehicle 1 satisfactorily. As a result, in the hybrid vehicle 1, it is possible to more appropriately limit the boosted voltage VH that is the output voltage of the step-up/down converter 53 to achieve both power performance assurance and protection of the motors MG1 and MG2.

As shown in FIG. 4, step S140 of the routine of FIG. 2 controls the greater of the atmospheric pressure detection value Pa and the minimum atmospheric pressure Pmin corresponding to the highest altitude in the registered location (registered country) of the hybrid vehicle 1. It may be replaced by the process of setting the atmospheric pressure P* for use (step S140B in FIG. 4). Further, step S145 of the routine of FIG. 2 may be replaced by a process of setting the larger one of the calculated atmospheric pressure Pcal and the minimum atmospheric pressure Pmin as the control atmospheric pressure P* (step S145B in FIG. 4). As a result, it is possible to prevent the post-boosting voltage VH from being restricted beyond what is physically necessary.

As described above, the HVECU 70 as the control device of the present disclosure includes the engine 2, the motors MG1 and MG2, the power storage device 4, the first and second inverters 51 and 52 that drive the motors MG1 and MG2, and the power storage. The control device for the hybrid vehicle 1 includes a step-up/down converter (voltage conversion device) 53 that converts a voltage between the device 4 and the first and second inverters 51 and 52, and an atmospheric pressure sensor 80 that detects atmospheric pressure. .. Then, the HVECU 70 determines that the altitude is equal to or higher than the predetermined altitude based on the atmospheric pressure detection value Pa that is the detection value of the atmospheric pressure sensor 80 and the atmospheric pressure calculation value Pcal that is calculated according to the operating state of the engine 2 (step). S120: YES, step S125: YES), based on the smaller one of the atmospheric pressure detection value Pa and the calculated atmospheric pressure value Pcal, the boosted voltage VH which is the output voltage of the step-up/down converter 53 is collaborated with the MGECU 55. Restrict (steps S140, S145, S150 to S170). Further, when it is determined that the altitude is less than the predetermined altitude from the atmospheric pressure detection value Pa and the calculated atmospheric pressure value Pcal (step S125: NO), the HVECU 70 cooperates with the MGECU 55 based on the atmospheric pressure detection value Pa. The boosted voltage VH is limited by the action (steps S140, S150 to S170). As a result, the output voltage of the step-up/down converter 53 that converts the voltage between the power storage device 4 and the first and second inverters 51 and 52, that is, the boosted voltage VH, is more appropriately limited, and the motors MG1 and MG2 are protected. It is possible to achieve compatibility with ensuring the power performance of the hybrid vehicle 1.

The hybrid vehicle of the present disclosure is not limited to the two-motor type (series parallel type) hybrid vehicle 1 having the planetary gear 3 for power distribution. That is, the hybrid vehicle of the present disclosure may be a one-motor hybrid vehicle, a series hybrid vehicle, a parallel hybrid vehicle, or a plug-in hybrid vehicle. It may be.

Further, it goes without saying that the invention of the present disclosure is not limited to the above-described embodiments, and various modifications can be made within the scope of the extension of the present disclosure. Further, the mode for carrying out the invention is merely a specific mode of the invention described in the section of means for solving the problem, and is described in the section for means for solving the problem. It does not limit the elements of the invention.

INDUSTRIAL APPLICABILITY The invention of the present disclosure can be used in the hybrid vehicle manufacturing industry and the like.

1 hybrid vehicle, 2 engine, 3 planetary gear, 4 power storage device, 5 power control unit (PCU), 25 engine electronic control unit (engine ECU), 41 voltage sensor, 42 current sensor, 51 first inverter, 52 second inverter, 53 buck-boost converter, 54 DC/DC converter, 55 motor electronic control unit (MGECU), 56 filter capacitor, 57 voltage sensor, 58 smoothing capacitor, 59 voltage sensor, 70 hybrid electronic control unit (HVECU), 80 atmospheric pressure sensor, DS Drive shaft, DW wheel, MG1, MG2 motor, NL1 negative side power line, PL1 positive side power line, SMRB positive side system main relay, SMRG negative side system main relay.

Claims (1)

A hybrid vehicle including an engine, an electric motor, a power storage device, an inverter that drives the electric motor, a voltage conversion device that converts a voltage between the power storage device and the inverter, and an atmospheric pressure sensor that detects atmospheric pressure. In the control device,
When the altitude is considered to be equal to or higher than a predetermined altitude from the detected value of the atmospheric pressure sensor and the calculated value of the atmospheric pressure calculated according to the operating state of the engine, the detected value of the atmospheric pressure sensor and the atmospheric pressure. When the output voltage of the voltage conversion device is limited based on the smaller one of the calculated values, the altitude is considered to be less than the predetermined altitude from the detected value of the atmospheric pressure sensor and the calculated value of the atmospheric pressure. Is a control device for a hybrid vehicle, wherein the output voltage of the voltage conversion device is limited based on a detection value of the atmospheric pressure sensor.

Images