JP2021084537A - Hybrid vehicle - Google Patents

Abstract

To prevent a capacitor from reaching over-voltage.SOLUTION: A hybrid vehicle comprises: an engine; a first motor; a planetary gear with three rotary elements thereof connected to a drive shaft interlocked with drive wheels, the engine and the first motor; a second motor; a first inverter driving the first motor; a second inverter driving the second motor; a power storage device; a boost-and-step-down converter; and a capacitor. When power running drive of the second motor is requested with gates of the first inverter and the boost-and-step-down converter cut off and a rotation speed of the first motor equal to or greater than a predetermined rotation speed, the hybrid vehicle controls the second inverter so that the second motor performs the power running drive. When the power running drive of the second motor is not requested, the hybrid vehicle controls the second inverter so that at least a portion of power of a high voltage side power line is consumed without outputting torque from the second motor.SELECTED DRAWING: Figure 3

Description

The present invention relates to a hybrid vehicle.

Conventionally, as a hybrid vehicle of this type, an engine, a generator, a drive shaft connected to a drive wheel, a planetary gear in which three rotating elements are connected to the engine and the generator, and an electric power connected to the drive shaft. Between the first and second inverters that drive the generator and the motor, and the battery, and the low-voltage side power line to which the battery is connected and the high-voltage side power line to which the first and second inverters are connected. A buck-boost converter capable of exchanging electric power with a change in voltage and a capacitor connected to a high-voltage side electric power line have been proposed (see, for example, Patent Document 1). In this hybrid vehicle, when an abnormality that should shut off the gate of the buck-boost converter occurs, the operation of the engine is stopped, the buck-boost converter is shut off at the gate, and running control at the time of abnormality is executed. When the vehicle slides down an uphill road during the execution of this abnormal driving control, a torque value of 0 is output from the generator and the generated power of the motor is consumed due to the loss between the generator and the first and second inverters. It runs by outputting the required torque from the motor within the range below the electric power.

Japanese Unexamined Patent Publication No. 2011-126379

In the above-mentioned hybrid vehicle, when the gate of the first inverter is shut off in addition to the buck-boost converter due to some abnormality, when the rotation speed of the generator is high, the power generated by the countercurrent voltage of the generator is transferred to the high voltage side power line. It is supplied and the capacitor may be overvoltage.

The main purpose of the hybrid vehicle of the present invention is to prevent the capacitor from reaching an overvoltage.

The hybrid vehicle of the present invention has adopted the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention
With the engine
With the first motor
A drive shaft connected to a drive wheel, a planetary gear in which three rotating elements are connected to the engine and the first motor, and
A second motor that can input and output power to the drive shaft,
The first inverter that drives the first motor and
The second inverter that drives the second motor and
Power storage device and
A buck-boost converter that exchanges power with voltage conversion between the low-voltage side power line to which the power storage device is connected and the high-voltage side power line to which the first inverter and the second inverter are connected. ,
With the capacitor connected to the high voltage side power line,
A control device that controls the engine, the first inverter, the second inverter, and the buck-boost converter.
It is a hybrid vehicle equipped with
When the first inverter and the buck-boost converter are gate-blocked and the rotation speed of the first motor is equal to or higher than a predetermined rotation speed, the control device is required to drive the power running of the second motor. The second inverter is controlled so that the second motor is driven by force, and when the power driving of the second motor is not required, no torque is output from the second motor and the power of the high voltage side power line is used. The second inverter is controlled so that at least a part of the above is consumed.
The gist is that.

In the hybrid vehicle of the present invention, when the gate of the first inverter and the buck-boost converter is cut off and the rotation speed of the first motor is equal to or higher than a predetermined rotation speed, and the power running drive of the second motor is required, the second motor The second inverter is controlled so that the motor is driven by force, and when the driving of the second motor is not required, torque is not output from the second motor and at least a part of the power of the high voltage side power line is consumed. The second inverter is controlled so as to be performed. As a result, it is possible to prevent the capacitor from reaching an overvoltage.

In the hybrid vehicle of the present invention, in the control device, when the first inverter and the buck-boost converter are gate-blocked and the rotation speed of the first motor is less than the predetermined rotation speed, the second motor reaches the required torque. The second inverter may be controlled so as to be driven based on the above.

In the hybrid vehicle of the present invention, the control device includes a first control device that controls the buck-boost converter and the first inverter, and a second control device that controls the second inverter, and the second control device. Is required to drive the second motor by force when the first inverter and the buck-boost converter are gate-blocked due to an abnormality in the first control device and the rotation speed of the first motor is equal to or higher than a predetermined rotation speed. When this is the case, the second inverter is controlled so that the second motor is driven by force, and when the driving of the second motor is not required, no torque is output from the second motor and the high voltage is applied. The second inverter may be controlled so that at least a part of the power of the side power line is consumed. In this case, the first control device gate-cuts the buck-boost converter and the first inverter when the capacitor reaches an overvoltage, and the second control device gates the capacitor when the capacitor reaches an overvoltage. , The second inverter may be gate-blocked.

It is a block diagram which shows the outline of the structure of the hybrid vehicle as one Example of this invention. It is a block diagram which shows the outline of the structure of the electric drive system including motors MG1 and MG2. It is a flowchart which shows an example of the abnormal state control routine executed by HVECU 70. It is explanatory drawing which shows an example of the state when an abnormality occurs in 1st MGECU 29.

Next, a mode for carrying out the present invention will be described with reference to examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 including an automobile as an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an electric drive system including motors MG1 and MG2. Is. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a buck-boost converter 40, a battery 50, and a system main relay 56. , A hybrid electronic control unit (hereinafter referred to as HVECU) 70 is provided.

The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil, or the like as fuel. The engine 22 is operated and controlled by an engine electronic control unit (hereinafter, referred to as an engine ECU) 24.

Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU. In addition to the CPU, the engine ECU 24 includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 from the input port. Examples of the signal input to the engine ECU 24 include the crank angle θcr of the crankshaft 26 from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via the output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The planetary gear 30 includes a sun gear that is an external gear, a ring gear that is an internal gear, a plurality of pinion gears that mesh with the sun gear and the ring gear, respectively, and a carrier that rotates (rotates) and revolves around the plurality of pinion gears. Have. The sun gear is connected to the rotor of the motor MG1. The ring gear is connected to a drive shaft 36 connected to the drive wheels 39a and 39b via a differential gear 38. The carrier is connected to the crankshaft 26 of the engine 22 via a damper 28.

The motor MG1 is configured as a synchronous generator motor having a rotor in which a permanent magnet is embedded and a stator in which a three-phase coil is wound, and the rotor is a planetary gear 3 as described above.
It is connected to 0 sun gear. The motor MG2 is configured as a synchronous motor generator similar to the motor MG1, and the rotor is connected to the drive shaft 36.

As shown in FIG. 2, the inverter 41 is connected to the high voltage side power line 54a. The inverter 41 has six transistors T11 to T16 and six diodes D11 to D16 connected in parallel to the transistors T11 to T16 in the opposite direction. Two transistors T11 to T16 are arranged in pairs so as to be on the source side and the sink side with respect to the positive electrode bus and the negative electrode bus of the high voltage side power line 54a, respectively. Further, in the transistors T11 to T16, each of the three-phase coils (U-phase, V-phase, W-phase) of the motor MG1 is connected to each of the connection points between the paired transistors. Therefore, when a voltage is applied to the inverter 41, the ratio of the on-time of the paired transistors T11 to T16 is adjusted by the electronic control unit for the first motor (hereinafter referred to as "first MGECU") 29. As a result, a rotating magnetic field is formed in the three-phase coil, and the motor MG1 is rotationally driven. Like the inverter 41, the inverter 42 has six transistors T21 to T26 and six diodes D21 to D26. Then, when a voltage is applied to the inverter 42, the ratio of the on-time of the paired transistors T21 to T26 is adjusted by the electronic control unit for the second motor (hereinafter referred to as "second MGECU") 47. As a result, a rotating magnetic field is formed in the three-phase coil, and the motor MG2 is rotationally driven.

As shown in FIG. 2, the buck-boost converter 40 is connected to a high-voltage side power line 54a to which the inverters 41 and 42 are connected and a low-voltage side power line 54b to which the battery 50 is connected. The buck-boost converter 40 has two transistors T31 and T32, two diodes D31 and D32 connected in parallel to the transistors T31 and T32 in opposite directions, and a reactor L. The transistor T31 is connected to the positive electrode bus of the high voltage side power line 54a. The transistor T32 is connected to the transistor T31 and the negative electrode bus of the high voltage side power line 54a and the low voltage side power line 54b. The reactor L is connected to a connection point between the transistors T31 and T32 and a positive electrode bus of the low voltage side power line 54b. The buck-boost converter 40 boosts the power of the low-voltage side power line 54b and supplies it to the high-voltage side power line 54a by turning on / off the transistors T31 and T32 by the first MGECU 29, or the high-voltage side power line 54a. The electric power is stepped down and supplied to the low voltage side electric power line 54b. A smoothing capacitor 55 is attached to the positive electrode side line and the negative electrode side line of the high voltage side power line 54a, and the smoothing capacitor 55 is attached to the positive electrode side line and the negative electrode side line of the low voltage side power line 54b. A capacitor 51 is attached.

Although not shown, the first MGECU 29 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. Signals from various sensors are input to the first MGECU 29 via input ports. As the signal input to the first MG ECU 29, for example, the rotation positions θm1 and θm2 from the rotation position detection sensors 43 and 44 that detect the rotation position of the rotors of the motors MG1 and MG2, and the current flowing through each phase of the motor MG1. The phase currents from the current sensors 45u and 45v to be detected can be mentioned. Further, the capacitor voltages VL and VH from the voltage sensors 51a and 55a attached between the terminals of the capacitors 51 and 55 and the current IL of the reactor L from the current sensor 40a can also be mentioned.

Various control signals are output from the first MGECU 29 via the output port. Examples of the signal output from the first MGECU 29 include a switching control signal for the buck-boost converter 40 transistors T31 and T32 and a switching control signal for the inverter 41 transistors T11 to T16. The first MG ECU 29 calculates the rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotation positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotation position detection sensors 43 and 44. The first MGECU 29 is connected to the second MGECU 47 and the HVECU 70 via a communication port.

Although not shown, the second MGECU 47 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. Signals from various sensors are input to the second MGECU 47 via the input port. As the signal input to the second MG ECU 47, for example, the rotation positions θm1 and θm2 from the rotation position detection sensors 43 and 44 that detect the rotation position of the rotors of the motors MG1 and MG2, and the current flowing through each phase of the motor MG2. The phase currents from the current sensors 46u and 46v to be detected can be mentioned. Further, the capacitor voltage VH from the voltage sensor 55a attached between the terminals of the capacitor 55 can also be mentioned.

Various control signals are output from the second MGECU 47 via the output port. Examples of the signal output from the second MGECU 47 include a switching control signal for the transistors T21 to T26 of the inverter 42. The second MG ECU 47 calculates the rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotation positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotation position detection sensors 43 and 44. The second MGECU 47 is connected to the first MGECU 29 and the HVECU 70 via a communication port.

The battery 50 is configured as a lithium ion secondary battery such as 200 V or 250 V or a nickel hydrogen secondary battery, and is connected to the low voltage side power line 54b as described above.

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. The battery ECU 52 is attached to signals from various sensors necessary for managing the battery 50, for example, a battery voltage Vb from a voltage sensor (not shown) installed between terminals of the battery 50, or an output terminal of the battery 50. The battery current Ib from a current sensor (not shown), the temperature Tb of the battery 50 from a temperature sensor (not shown), and the like are input via the input port. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC of the battery 50 based on the integrated value of the battery current Ib of the battery 50 from a current sensor (not shown). Here, the storage ratio SOC of the battery 50 is the ratio of the amount of electric power that can be discharged from the battery 50 to the total capacity of the battery 50.

As shown in FIG. 2, the system main relay 56 is provided on the battery 50 side of the capacitor 51 of the low voltage side power line 54b. The system main relay 56 is turned on and off by the HVECU 70.

The HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, and an input / output port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via the input port. As shown in FIG. 1, as the signal input to the HVECU 70, for example, the crank angle θcr of the engine 22 from the crank angle sensor that detects the crank angle of the crankshaft of the engine 22 can be mentioned. Further, the ignition signal from the ignition switch 60 and the shift position SP from the shift position sensor 62 that detects the operation position of the shift lever 61 can be mentioned. Further, the accelerator opening Acc from the accelerator pedal position sensor 64 that detects the depression amount of the accelerator pedal 63, the brake pedal position BP from the brake pedal position sensor 66 that detects the depression amount of the brake pedal 65, and the vehicle speed sensor 68. The vehicle speed V can also be mentioned.

Various control signals are output from the HVECU 70 via the output port. Examples of the signal output from the HVECU 70 include a control signal to the system main relay 56. As described above, the HVECU 70 is connected to the engine ECU 24, the first MGECU 29, the second MGECU 47, and the battery ECU 52 via a communication port.

In the hybrid vehicle 20 of the embodiment configured in this way, the hybrid traveling (HV traveling) mode in which the HVECU 70, the first MGECU 29, and the second MGECU 47 are cooperatively controlled to travel with the operation of the engine 22 and the operation of the engine 22 are stopped. It runs in the electric running (EV running) mode.

In the HV running mode, the HVECU 70 first sets the required torque Td * required for the drive shaft 36 (required for running) based on the accelerator opening degree Acc and the vehicle speed V, and the set required torque Td *. Is multiplied by the rotation speed Nd of the drive shaft 36 (the rotation speed Nm2 of the motor MG2) to calculate the required power Pd * required for the drive shaft 36. Subsequently, the required charge power Pb * of the battery 50 (a positive value when discharged from the battery 50) is subtracted from the required power Pd * to set the required power Pe * required for the engine 22 (required for the vehicle). To do. Then, the target rotation speed Ne *, the target torque Te *, and the motor MG1 of the engine 22 are output so that the required power Pe * is output from the engine 22 and the required torque Td * (required power Pd *) is output to the drive shaft 36. , MG2 torque commands Tm1 *, Tm2 * are set. Then, the target rotation speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the first MGECU 29 and the second MGECU 47, respectively. When the engine ECU 24 receives the target rotation speed Ne * and the target torque Te * of the engine 22, the intake air amount control of the engine 22 is performed so that the engine 22 is operated based on the target rotation speed Ne * and the target torque Te *. , Fuel injection control, ignition control, etc. When the first MG ECU 29 and the second MG ECU 47 receive the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, respectively, they drive and control the motors MG1 and MG2 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 * ( Specifically, switching control of the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42 is performed).

In the EV driving mode, the HVECU 70 first sets the required torque Td * as in the HV driving mode. Subsequently, the value 0 is set in the torque command Tm1 * of the motor MG1, and the torque command Tm2 * of the motor MG2 is set so that the required torque Td * is output to the drive shaft 36. Then, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the first MG ECU 29 and the second MG ECU 47. The drive control of the motors MG1 and MG2 by the first MGECU 29 and the second MGECU 47 has been described above.

In the hybrid vehicle 20 of the embodiment, the first MG ECU 29 sets the target voltage VH * of the high voltage side power line 54a so that the motors MG1 and MG2 can be driven by the torque commands Tm1 * and Tm2 *, and the capacitor from the voltage sensor 55a. The target current IL * of the reactor L is set so that the difference between the voltage VH and the target voltage VH * is canceled, and the difference between the current IL of the reactor L and the target current IL * from the current sensor 40a is canceled. Switching control of the transistors T31 and T32 of the voltage converter 40 is performed.

Further, in the hybrid vehicle 20 of the embodiment, overvoltage gate cutoff control is performed to cut off the gate of the drive device when the overvoltage of the capacitor 55 is determined. In this overvoltage gate cutoff control, when the capacitor voltage VH from the voltage sensor 55a reaches the threshold value Vref or more, the first MGECU 29 determines that the capacitor 55 is overvoltage, outputs an overvoltage signal, and outputs the buck-boost converter 40 and the inverter. The gate of 41 is shut off. Similarly, when the capacitor voltage VH from the voltage sensor 55a reaches the threshold value Vref or higher, the second MGECU 47 determines that the capacitor 55 is overvoltage, outputs an overvoltage signal, and shuts off the inverter 42 at the gate.

Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when the buck-boost converter 40 and the inverter 41 are gate-blocked will be described. Examples of the case where the buck-boost converter 40 and the inverter 41 are cut off from the gate include a case where an abnormality occurs in the first MGECU 29. FIG. 3 is a flowchart showing an example of an abnormality control routine executed by the HVECU 70. This routine is repeatedly executed when the buck-boost converter 40 and the inverter 41 are gate-blocked.

When the abnormality control routine shown in FIG. 3 is executed, the HVECU 70 first inputs data such as the rotation speed Nm1 of the motor MG1 and the required torque Td * (step S100). Here, as the rotation speed Nm1 of the motor MG1, a value calculated based on the rotation position θm1 of the rotor of the motor MG1 detected by the rotation position detection sensor 43 is input by communication from the second MG ECU 47. A value set based on the accelerator opening degree Acc and the vehicle speed V is input as the required torque Td *.

When the data is input in this way, the required torque Td * is set in the torque command Tm2 * of the motor MG2 (step S110), and the rotation speed Nm1 of the motor MG1 is compared with the threshold value Nmref (step S120). Here, the threshold value Nmref is a threshold value for determining whether or not the capacitor voltage VH reaches the above-mentioned threshold value Vref or higher due to the counter electromotive voltage of the motor MG1, and is determined by experiment or analysis. When the buck-boost converter 40 and the inverter 41 are gate-blocked, when the rotation speed Nm1 of the motor MG1 is large, the power generated by the countercurrent voltage of the motor MG1 is rectified by the inverter 41 and supplied to the high voltage side power line 54a. As a result, the capacitor voltage VH may rise and the capacitor 55 may become overvoltage.

When the rotation speed Nm1 of the motor MG1 is less than the threshold value Nmref in step S120, it is determined that the capacitor voltage VH is unlikely (sufficiently low) to reach the threshold value Vref or higher due to the counter electromotive voltage of the motor MG1, and the second MG ECU 47 is set to MG2. The torque command Tm2 * is transmitted (step S130) to end this routine. When the second MG ECU 47 receives the torque command Tm2 * of the motor MG2, the second MG ECU 47 controls the inverter 42 so that the motor MG 2 is driven by the torque command Tm2 *. In this case, the vehicle travels in the same manner as the EV travel mode described above.

When the rotation speed Nm1 of the motor MG1 is equal to or higher than the threshold Nmref in step S120, it is determined that the capacitor voltage VH may reach the threshold Vref or higher due to the counter electromotive voltage of the motor MG1, and the torque command Tm2 * of the motor MG2 is set to a value of 0. (Step S140).

When the torque command Tm2 * of the motor MG2 is larger than the value 0, it is determined that the power running drive of the motor MG2 is required, and the torque command Tm2 * of the MG2 is transmitted to the second MG ECU 47 (step S150), and this routine is executed. finish. When the second MG ECU 47 receives the torque command Tm2 * of the motor MG2, the second MG ECU 47 controls the inverter 42 so that the motor MG 2 is driven (power running drive) by the torque command Tm2 *. In this case as well, the vehicle travels in the same manner as the EV travel mode described above. However, since the motor MG2 is driven by power running, electric power is consumed by the motor MG2. As a result, at least a part of the electric power of the high voltage side electric power line 54a (the electric power generated by the countercurrent voltage of the motor MG1 and the electric power stored in the capacitor 55) is consumed by the motor MG2, so that the capacitor 55 becomes overvoltage. It can be suppressed to reach.

When the torque command Tm2 * of the motor MG2 is 0 or less in step S140, it is determined that the power running drive of the motor MG2 is not required, a discharge control command is transmitted to the second MG ECU 47 (step S160), and this routine is terminated. To do. Upon receiving the discharge control command, the second MGECU 47 executes discharge control for controlling the inverter 42 so that torque is not output from the motor MG2 (so that only the d-axis current flows through the motor MG2). As a result, even when the power running drive of the motor MG2 is not required, at least a part of the electric power of the high voltage side power line 54a is consumed by the motor MG2, so that the capacitor 55 can be suppressed from reaching an overvoltage. it can.

FIG. 4 is an explanatory diagram showing an example of a state when an abnormality occurs in the first MGECU 29. In FIG. 4, it is assumed that the rotation speed Nm1 of the motor MG1 is equal to or higher than the threshold value Nmref and the torque command Tm2 * of the motor MG2 is negative (regenerative driving of the motor MG2 is required). As shown in the figure, when an abnormality occurs in the first MGECU 29 (time t11), the buck-boost converter 40 and the inverter 41 are cut off from the gate. At this time, in the comparative example shown by the broken line, when the electric charge is accumulated in the capacitor 55 due to the counter electromotive voltage of the motor MG1 and the capacitor voltage VH rises and the capacitor voltage VH reaches the threshold voltage Vref or more (time t12), the overvoltage signal is transmitted. At the same time as outputting, the gate of the inverter 42 is shut off. On the other hand, in the embodiment shown by the solid line, after the abnormality occurs in the first MG ECU 29 (time t11 to 1), the inverter 42 is installed so that the torque is not output from the motor MG 2 (so that only the d-axis current flows through the motor MG 2). The discharge control to be controlled is executed. As a result, at least a part of the electric power of the high voltage side power line 54a is consumed by the motor MG2, so that the increase of the capacitor voltage VH is suppressed and the capacitor voltage VH reaches the threshold value Vref or more (the capacitor 55 reaches the overvoltage). Can be suppressed.

In the hybrid vehicle 20 of the above-described embodiment, when the inverter 41 and the buck-boost converter 40 are gate-blocked and the rotation speed Nm1 of the motor MG1 is equal to or higher than the threshold Nmref, when the power running drive of the motor MG2 is required, the motor When the inverter 42 is controlled so that the MG2 is driven by force and the motor MG2 is not required to be driven by force, no torque is output from the motor MG2 and at least a part of the electric power of the high voltage side power line 54a is consumed. The inverter 42 is controlled so as to. As a result, it is possible to prevent the capacitor 55 from reaching an overvoltage.

In the hybrid vehicle 20 of the embodiment, when an abnormality occurs in the first MGECU 29, the buck-boost converter 40 and the inverter 41 are gate-blocked, and the abnormality control routine of FIG. 3 is executed. However, even when an abnormality occurs in the buck-boost converter 40 and the inverter 41, the buck-boost converter 40 and the inverter 41 may be gate-blocked and the abnormality control routine of FIG. 3 may be executed.

The hybrid vehicle 20 of the embodiment includes an engine ECU 24, a first MGECU 29, a second MGECU 47, a battery ECU 52, and an HVECU 70. However, at least two of these may be configured as a single electronic control unit.

The correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the engine 22 corresponds to the "engine", the motor MG1 corresponds to the "first motor", the planetary gear 30 corresponds to the "planetary gear", the motor MG2 corresponds to the "second motor", and the inverter 41. Corresponds to the "first inverter", the inverter 42 corresponds to the "second inverter", the battery 50 corresponds to the "storage device", the buck-boost converter 40 corresponds to the "lift-boost converter", and the condenser 55 The second MGECU 47 and the HVECU 70 correspond to the "condenser", and correspond to the "control device".

Regarding the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of means for solving the problem in the examples is carried out. Since it is an example for specifically explaining the form for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete example.

Although the embodiments for carrying out the present invention have been described above with reference to examples, the present invention is not limited to these examples, and various embodiments are used without departing from the gist of the present invention. Of course, it can be done.

The present invention can be used in the manufacturing industry of hybrid vehicles and the like.

20 hybrid vehicle, 22 engine, 24 engine ECU, 26 crank shaft, 28 damper, 29 1st MGECU, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 buck-boost converter, 41, 42 inverter, 43 , 44 rotation position detection sensor, 45u, 45v, 46u, 46v current sensor, 47 second MGECU, 51,55 condenser, 52 battery ECU, 54a high voltage side power line, 54b low voltage side power line, 56 system main relay, 60 Ignition switch, 61 shift lever, 62 shift position sensor, 63 accelerator pedal, 64 accelerator pedal position sensor, 65 brake pedal, 66 brake pedal position sensor, 68 vehicle speed sensor, 70 HVECU, D11 to D16, D21 to D26, D31, D32 Diodes, T11 to T16, T21 to T26, T31, T32 transistors, L reactors, MG1, MG2 motors.

Claims (1)

With the engine
With the first motor
A drive shaft connected to a drive wheel, a planetary gear in which three rotating elements are connected to the engine and the first motor, and
A second motor that can input and output power to the drive shaft,
The first inverter that drives the first motor and
The second inverter that drives the second motor and
Power storage device and
A buck-boost converter that exchanges power with voltage conversion between the low-voltage side power line to which the power storage device is connected and the high-voltage side power line to which the first inverter and the second inverter are connected. ,
With the capacitor connected to the high voltage side power line,
A control device that controls the engine, the first inverter, the second inverter, and the buck-boost converter.
It is a hybrid vehicle equipped with
When the first inverter and the buck-boost converter are gate-blocked and the rotation speed of the first motor is equal to or higher than a predetermined rotation speed, the control device is required to drive the power running of the second motor. The second inverter is controlled so that the second motor is driven by force, and when the power driving of the second motor is not required, no torque is output from the second motor and the power of the high voltage side power line is used. The second inverter is controlled so that at least a part of the above is consumed.
Hybrid vehicle.

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