JP2018052148A - Controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce noise of a hybrid vehicle.SOLUTION: There is provided a controller for a hybrid vehicle that comprises: an engine capable of outputting power to be transmitted to driving wheels; a driving motor capable of outputting the power; an electrically-driven oil pump; a first inverter device and a second inverter device each capable of controlling electric power to be supplied to the electrically-driven oil pump and driving motor respectively by a PWM system; and a battery connected to the first inverter device and second inverter device, respectively. The controller for the hybrid vehicle comprises: a driving control part capable of executing an EV travel mode; and a carrier signal control part which performs phase difference control to increase the frequency of a ripple signal generated owing to driving of the first inverter device and second inverter device by generating a phase difference between carrier signals of the first inverter device and second inverter device during execution of the EV travel mode.SELECTED DRAWING: Figure 13

Description

  The present invention relates to a control device for a hybrid vehicle.

  Conventionally, in order to control driving of various devices in a vehicle, an inverter device capable of controlling the supply of power to the various devices by a pulse width modulation (PWM) method is used. In the PWM method, a PWM control signal is generated by comparing a voltage command and a carrier signal, and an inverter device is driven based on the PWM control signal. Thereby, the voltage and frequency of the electric power supplied to various devices are controlled by the inverter device. Specifically, the frequency of power supplied to various devices is controlled to be a carrier frequency corresponding to the carrier signal. When power is supplied by the PWM method, a relatively high frequency sound can be generated by generating a ripple current pulsating at the carrier frequency. Therefore, a technique for reducing a relatively high-frequency sound caused by driving the inverter device has been proposed.

  For example, in Patent Document 1, in order to achieve both noise reduction and device miniaturization, the carrier frequency is kept as high as possible, the carrier frequency is controlled so as not to enter the audible frequency range, and as much as possible. A technology for controlling the cooling fan so as to be suppressed is disclosed.

JP-A-10-271835

  In the inverter device, specifically, the supply of electric power to various devices is controlled by controlling the driving of the switching elements. Therefore, the higher the carrier frequency, the greater the number of times the switching element is driven per unit time, thus increasing the switching loss. Therefore, from the viewpoint of suppressing the switching loss, the carrier frequency may be set to a frequency within the audible range.

  Incidentally, in recent years, a hybrid vehicle (HEV) including an engine and a drive motor is known as a power source for driving the drive wheels of the vehicle. The hybrid vehicle can be configured to be able to switch between a plurality of travel modes in which combinations of operating states of the engine and the motor are different from each other. As one of such travel modes, an EV travel mode in which the drive wheels are driven by the output of the drive motor while the drive of the engine is stopped can be executed. While the EV traveling mode is being executed, the operation noise of the engine is not generated, thereby realizing a state in which the quietness is relatively high.

  Here, in a hybrid vehicle, a PWM inverter device is used for each of the drive motor and the electric oil pump in order to drive the drive motor and the electric oil pump for securing the necessary hydraulic pressure in the vehicle. obtain. The carrier frequency of the inverter device can be set to a frequency within the audible range as described above. Thereby, during execution of the EV traveling mode, a ripple current having a frequency within the range of the audible range can be generated due to driving of the inverter device for each of the drive motor and the electric oil pump. When such a ripple current flows to a battery connected to the inverter device or a system main relay capable of switching electrical connection / disconnection between the battery and the inverter device, a relatively high-frequency sound can be generated. During execution of the EV traveling mode, as described above, a state of relatively high silence is realized, so that a relatively high frequency sound caused by driving the inverter device is felt as noise by the driver. It is easy to be taken.

  Accordingly, the present invention has been made in view of the above problems, and an object of the present invention is to provide a new and improved vehicle control apparatus capable of reducing noise in a hybrid vehicle. There is.

  In order to solve the above problems, according to an aspect of the present invention, an engine capable of outputting power transmitted to drive wheels, a drive motor capable of outputting power transmitted to the drive wheels, and electric oil A first inverter device capable of controlling electric power supplied to the electric oil pump by a pulse width modulation method; and a second inverter capable of controlling electric power supplied to the drive motor by a pulse width modulation method And a battery connected to each of the first inverter device and the second inverter device, the control device of the drive motor in a state where the drive of the engine is stopped A drive control unit capable of executing an EV travel mode for driving the drive wheels by an output; and during execution of the EV travel mode, the first inverter Phase difference control for increasing the frequency of ripple current generated by driving the first inverter device and the second inverter device by generating a phase difference between the carrier signal of the device and the second inverter device And a carrier signal control unit that executes the control.

  The carrier signal control unit may execute the phase difference control so that a phase difference between carrier signals of the first inverter device and the second inverter device is substantially half of a carrier cycle.

  The hybrid vehicle includes an output-side transmission clutch capable of switching power transmission between the drive wheels and the drive motor, and the drive control unit is configured to output the output-side transmission when the hybrid vehicle is stopped. The clutch may be released to drive the electric oil pump and the drive motor, and the carrier signal control unit may execute the phase difference control.

  The hybrid vehicle includes a mechanical oil pump driven by rotation of driving wheels, and when the electric oil pump is driven, the hydraulic pressure that can be supplied by the mechanical oil pump exceeds a predetermined pressure. Even in this case, the drive control unit continues to drive the electric oil pump until the engine speed exceeds a predetermined speed, and the carrier signal control unit Control may be performed.

  The drive control unit is capable of executing a hybrid travel mode in which the drive wheels are driven by the output of the engine and the output of the drive motor. In switching from the EV travel mode to the hybrid travel mode, the mechanical oil The electric oil pump may be stopped when the hydraulic pressure that can be supplied by the pump exceeds the predetermined pressure and the rotational speed of the engine exceeds the predetermined rotational speed.

  The hybrid vehicle has a first motor generator connected to the engine and capable of outputting power transmitted to the drive wheels, and power output from at least one of the engine and the first motor generator. A transmission mechanism that converts the transmission ratio between the first motor generator and the transmission mechanism, and an input-side transmission clutch that can switch power transmission between the first motor-generator and the transmission mechanism. A second motor generator as the drive motor capable of outputting power transmitted to the drive wheels, and a connected oil pump connected to the motor shaft of the first motor generator and driven by the rotation of the motor shaft And the electric oil pump includes the first motor generator and the connecting oil pump, 1 of the inverter device, power may be controlled by pulse width modulation method to be supplied to the first motor-generator.

  The hybrid vehicle may include a system main relay capable of switching electrical connection / disconnection between the battery, the first inverter device, and the second inverter device.

  As described above, according to the present invention, noise in a hybrid vehicle can be reduced.

1 is a schematic diagram illustrating an example of a schematic configuration of a hybrid vehicle system according to an embodiment of the present invention. It is a schematic diagram which shows an example of the inverter apparatus and surrounding structure which concern on the embodiment. It is explanatory drawing which shows the state of the hybrid vehicle system in execution of single motor EV driving mode. It is explanatory drawing which shows the state of the hybrid vehicle system during execution of the twin motor EV driving mode. It is explanatory drawing which shows the state of the hybrid vehicle system in execution of hybrid driving mode. It is explanatory drawing which shows the state of the hybrid vehicle system in execution of engine driving mode. It is a block diagram showing an example of a functional configuration of a hybrid ECU according to the embodiment. It is a schematic diagram which shows an example of the electric current value of PN electric current in case the phase difference of the carrier signal of a 1st inverter apparatus and a 2nd inverter apparatus corresponds. It is a schematic diagram which shows an example of the electric current value of PN electric current in case the phase difference of the carrier signal of a 1st inverter apparatus and a 2nd inverter apparatus is substantially half of a carrier period. It is explanatory drawing which shows the state of the hybrid vehicle system at the time of a stop of a hybrid vehicle. It is a flowchart which shows an example of the flow of the process which hybrid ECU which concerns on the embodiment performs. It is explanatory drawing which shows an example of transition of various state quantities in case control by a reference example is performed. It is explanatory drawing which shows an example of transition of various state quantities in case the control by hybrid ECU which concerns on the embodiment is performed.

  Exemplary embodiments of the present invention will be described below in detail with reference to the accompanying drawings. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol.

<1. Hybrid vehicle system>
First, with reference to FIGS. 1-6, the schematic structure and various driving modes of the hybrid vehicle system 1 which concern on embodiment of this invention are demonstrated.

[1-1. Schematic configuration]
FIG. 1 is a schematic diagram illustrating an example of a schematic configuration of a hybrid vehicle system 1 according to the present embodiment. As shown in FIG. 1, the hybrid vehicle system 1 includes an engine 10, a first motor generator 20, and a second motor generator 50, and the engine 10, the first motor generator 20, and the second motor. In this system, the generator 50 can be used as a power source. In other words, the engine 10, the first motor generator 20, and the second motor generator 50 can output the power transmitted to the drive wheels 70 and 75, respectively. In the hybrid vehicle system 1, the driving force of the vehicle is controlled while the traveling mode is switched between the single motor EV traveling mode, the twin motor EV traveling mode, the hybrid traveling mode, and the engine traveling mode.

  In the hybrid vehicle system 1 according to the present embodiment, the single motor EV travel mode is a mode in which the vehicle is driven by the output of the second motor generator 50. The twin motor EV travel mode is a mode in which the vehicle is driven by the outputs of the first motor generator 20 and the second motor generator 50. The hybrid travel mode is a mode in which the vehicle is driven by the output of at least one of the first motor generator 20 and the second motor generator 50 and the output of the engine 10. The engine travel mode is a mode in which the vehicle is driven by the output of the engine 10. The second motor generator 50 corresponds to a drive motor according to the present invention that can output power transmitted to the drive wheels. The single motor EV travel mode and the twin motor EV travel mode correspond to the EV travel mode according to the present invention in which the driving wheels are driven by the output of the drive motor in a state where the driving of the engine 10 is stopped.

  The engine 10 is an internal combustion engine that generates power using gasoline or the like as fuel, and has a crankshaft 11 as an output shaft. The crankshaft 11 extends in the automatic transmission 5. In addition, a mechanical oil pump 15 is connected to the crankshaft 11 via a gear train 13. The mechanical oil pump 15 is driven by the rotation of the crankshaft 11 of the engine 10 and supplies hydraulic oil toward the automatic transmission 5. The hydraulic fluid supplied to the automatic transmission 5 is supplied via a valve unit 80 to a continuously variable transmission (CVT) 30 as an automatic transmission mechanism and each clutch.

  The mechanical oil pump 15 may be connected to the front wheel side output shaft 53, the rear wheel side output shaft 73, the primary shaft 33 of the CVT 30, or the secondary shaft 37 via a gear mechanism (not shown). When the mechanical oil pump 15 is connected to the front wheel side output shaft 53 or the rear wheel side output shaft 73, the mechanical oil pump 15 can also be driven by the rotation of the drive wheels 70 and 75. When the mechanical oil pump 15 is connected to the primary shaft 33 or the secondary shaft 37, the mechanical oil pump 15 is also driven by the rotation of the drive wheels 70 and 75 while the output-side transmission clutch 63 is engaged. Can be done. Hereinafter, in the hybrid vehicle system 1, the mechanical oil pump 15 is connected to the crankshaft 11 and the front wheel side output shaft 53, and either the crankshaft 11 or the front wheel side output shaft 53 has a higher rotational speed. An example that is driven by rotation will be described.

  The automatic transmission 5 includes a first motor generator 20, a second motor generator 50, a CVT 30, an engine clutch 61, a forward / reverse switching clutch 40 as an input transmission clutch, an output transmission clutch 63, A transfer clutch 65. The valve unit 80 includes a plurality of control valves such as electromagnetic valves, and is controlled by a transmission control device (transmission ECU) 300. The transmission ECU 300 controls the plurality of control valves in response to the operation request of the CVT 30 or each clutch, thereby adjusting the flow rate of the hydraulic oil supplied to each operating unit and adjusting the hydraulic pressure.

  The engine 10 and the first motor generator 20 are arranged via an engine clutch 61. An engine clutch 61 is provided between the crankshaft 11 of the engine 10 and the motor shaft 21 of the first motor generator 20 to fasten or release between the crankshaft 11 and the motor shaft 21. Power can be transmitted between the crankshaft 11 and the motor shaft 21 when the engine clutch 61 is in the engaged state. For example, the engine clutch 61 may be opened when the hydraulic pressure is small, and may be engaged when the hydraulic pressure increases. As a result, the electric power used to increase the hydraulic pressure can be reduced during execution of the EV traveling mode.

  In the hybrid vehicle system 1, an engine clutch 61 is provided inside the first motor generator 20, and the first motor generator 20 and the engine clutch 61 are integrated. Thereby, the width | variety of the automatic transmission 5 of the direction along the axial direction of the crankshaft 11 or the motor shaft 21 becomes small, and space saving is achieved. For example, the above-described configuration can be realized by providing a space inside the rotor and the stator at the center of the first motor generator 20 and arranging the engine clutch 61 in the space.

  The first motor generator 20 is, for example, a three-phase AC motor, and is connected to a high voltage battery 95 via an inverter device 90. The first motor generator 20 is driven by the power of the high-voltage battery 95 (powering drive) and functions as a drive motor that generates power as the driving force of the vehicle, and is driven by the output of the engine 10 to generate power. And a function as a generator that generates power using the kinetic energy of the drive wheels 70 and 75 that are regeneratively driven when the vehicle is decelerated. Furthermore, the first motor generator 20 has both a function as a starter motor for starting or stopping the engine 10 and a function as a drive motor for rotationally driving the connected oil pump 25 connected to the motor shaft 21.

  When the first motor generator 20 is caused to function as a starter motor, a drive motor that generates power as a driving force of the vehicle, or a drive motor of the coupled oil pump 25, the inverter device 90 is a direct current supplied from a high voltage battery 95. The electric power is converted into AC power, and the first motor generator 20 is driven. When the first motor generator 20 is caused to function as a generator, the inverter device 90 converts AC power generated by the first motor generator 20 into DC power and charges the high voltage battery 95.

  As described above, in the hybrid vehicle system 1, power is transmitted between the crankshaft 11 and the motor shaft 21 via the engine clutch 61 instead of the torque converter. For this reason, the output of the first motor generator 20 is not consumed by the engine 10 by completely separating the first motor generator 20 and the engine 10 during a period in which no power is output from the engine 10. Therefore, when power is output from the first motor generator 20 or when the first motor generator 20 is regeneratively driven, a reduction in work efficiency by the first motor generator 20 can be suppressed.

  A connecting oil pump 25 is assembled to the motor shaft 21 of the first motor generator 20. The connection oil pump 25 is a mechanical oil pump, which is driven by the rotation of the motor shaft 21 in accordance with the rotation of the engine 10 or the rotation of the first motor generator 20, and supplies hydraulic oil to the valve unit 80. Supply. In the hybrid vehicle system 1 according to the present embodiment, the electric oil pump 28 includes the first motor generator 20 and the connection oil pump 25. When the first motor generator 20 is driven by supplying electric power to the first motor generator 20, the motor shaft 21 rotates. Thereby, the connection oil pump 25 is driven. Thus, the electric oil pump 28 is driven by supplying electric power to the first motor generator 20. Therefore, even when the engine 10 is stopped, the coupled oil pump 25 is driven by the output of the first motor generator 20, and the hydraulic pressure can be supplied to the valve unit 80.

  The motor shaft 21 of the first motor generator 20 is connected to the primary shaft 33 of the CVT 30 via the forward / reverse switching clutch 40. The forward / reverse switching clutch 40 includes a planetary gear 41, a forward clutch 43, and a reverse brake 45. By controlling the forward clutch 43 and the reverse brake 45, the rotation direction of the primary shaft 33 can be switched. When the reverse brake 45 is released and the forward clutch 43 is engaged, the motor shaft 21 of the first motor generator 20 is directly connected to the primary shaft 33. Thereby, the output of the engine 10 or the first motor generator 20 is transmitted to the primary shaft 33 via the forward clutch 43, the primary shaft 33 rotates in the forward rotation direction, and the vehicle can travel forward.

  Further, when the forward clutch 43 is released and the reverse brake 45 is engaged, the motor shaft 21 is connected to the primary shaft 33 via the planetary gear 41. Thereby, the output of the engine 10 or the first motor generator 20 is transmitted to the primary shaft 33 via the planetary gear 41, the primary shaft 33 rotates in the reverse direction, and the vehicle can travel backward. Further, when both the forward clutch 43 and the reverse brake 45 are released, the forward / reverse switching clutch 40 enters a neutral state in which the power of the engine 10 or the first motor generator 20 is not transmitted to the primary shaft 33. The forward / reverse switching clutch 40 corresponds to an input-side transmission clutch according to the present invention that can switch whether power transmission between the first motor generator 20 and the CVT 30 is possible. The forward clutch 43 and the reverse brake 45 may be released when the hydraulic pressure is small, and may be engaged by increasing the hydraulic pressure. Thereby, during execution of the single motor EV travel mode, it is possible to reduce the electric power used to increase the hydraulic pressure.

  The CVT 30 has a primary shaft 33 and a secondary shaft 37 disposed in parallel to the primary shaft 33. A primary pulley 31 is fixed to the primary shaft 33, and a secondary pulley 35 is fixed to the secondary shaft 37. A winding type power transmission member 36 made of a belt or a chain is wound around the primary pulley 31 and the secondary pulley 35. The CVT 30 changes the pulley ratio by changing the wrapping radius of the power transmission member 36 on the primary pulley 31 and the secondary pulley 35, so that the vehicle travels between the primary shaft 33 and the secondary shaft 37. The converted power is transmitted at a corresponding gear ratio. CVT 30 converts the power output from at least one of engine 10 and first motor generator 20 at a predetermined gear ratio.

  The secondary shaft 37 is coupled to the front wheel side output shaft 53 via the gear train 39 and the output side transmission clutch 63. The front wheel side output shaft 53 is connected to a front wheel (drive wheel) 70 via a reduction gear and a drive shaft (not shown), and power as a driving force is transmitted to the drive wheels 70 and 75 via the front wheel side output shaft 53. It is possible to communicate.

  A second motor generator 50 is connected to the input side of the CVT 30. Specifically, the second motor generator 50 is connected to the primary shaft 33 of the CVT 30 via a gear train 51. The second motor generator 50 is connected to the engine 10 via the engine clutch 61 and the forward / reverse switching clutch 40. The second motor generator 50 can output the power transmitted to the drive wheels via the CVT 30 even when the forward / reverse switching clutch 40 as the input side transmission clutch is in an open state. Therefore, the second motor generator 50 can output the power transmitted to the drive wheels with the input side transmission clutch opened. Similar to the first motor generator 20, the second motor generator 50 is a three-phase AC motor, and is connected to the high voltage battery 95 via the inverter device 90. The second motor generator 50 is driven (powering drive) using the power of the high-voltage battery 95 to generate power as a driving force of the vehicle, and is driven to be regeneratively driven when the vehicle is decelerated. It has a function as a generator that generates electricity using the kinetic energy of the wheels 70 and 75.

  When causing the second motor generator 50 to function as a drive motor, the inverter device 90 converts the DC power supplied from the high voltage battery 95 into AC power, and drives the second motor generator 50. When the second motor generator 50 is caused to function as a generator, the inverter device 90 converts AC power generated by the second motor generator 50 into DC power and charges the high voltage battery 95. The rated output of second motor generator 50 and the rated output of first motor generator 20 may be the same or different.

  The output side transmission clutch 63 fastens or opens between the secondary shaft 37 and the front wheel side output shaft 53. When the output side transmission clutch 63 is in the engaged state, power can be transmitted between the secondary shaft 37 and the front wheel side output shaft 53. On the other hand, when the output side transmission clutch 63 is in the released state, the CVT 30 and the front wheel side output shaft 53 are disconnected. As described above, the output-side transmission clutch 63 can switch the power transmission between the driving wheel and the second motor generator 50. Specifically, when the output side transmission clutch 63 is in the released state, the engine 10, the first motor generator 20, and the second motor generator 50 are disconnected from the front wheel side output shaft 53.

  A rear wheel output shaft 73 is connected to the front wheel output shaft 53 via a gear train 71 and a transfer clutch 65. The rear wheel side output shaft 73 is connected to a rear wheel (drive wheel) 75 via a propeller shaft, a reduction gear and a drive shaft (not shown), and power as a driving force is transmitted via the rear wheel side output shaft 73. Transmission to the drive wheel 75 is possible. The transfer clutch 65 switches whether power can be transmitted to the rear wheel output shaft 73. When the transfer clutch 65 is in the engaged state, power is also transmitted to the rear wheel output shaft 73, and the hybrid vehicle is in the four-wheel drive mode. Further, when the transfer clutch 65 is in the disengaged state, the driving force is transmitted only to the front wheel side output shaft 53, and the hybrid vehicle enters the front wheel drive mode.

  The hybrid vehicle system 1 includes a rotation speed sensor 97 and a hydraulic pressure sensor 98. Each sensor detects various physical quantities and outputs detection results to the hybrid ECU 100. The detection result is used for processing performed by the hybrid ECU 100 described later.

  The rotation speed sensor 97 detects the rotation speed of the engine 10. For example, the rotation speed sensor 97 may be provided in the vicinity of the crankshaft 11 and may detect the rotation speed of the crankshaft 11 as the rotation speed of the engine 10.

  The hydraulic sensor 98 detects the hydraulic pressure that can be supplied by the mechanical oil pump 15. For example, the hydraulic sensor 98 is provided in the vicinity of the discharge port of the mechanical oil pump 15, and the hydraulic pressure in the vicinity of the discharge port in the oil passage connected to the mechanical oil pump 15 can be supplied by the mechanical oil pump 15. It may be detected as a proper oil pressure.

  In the hybrid vehicle system 1, the engine 10 is controlled by an engine control device (engine ECU) 200. The automatic transmission 5 is controlled by a transmission control device (transmission ECU) 300. The first motor generator 20 and the second motor generator 50 are controlled by a motor control device (motor ECU) 400. The engine ECU 200, the transmission ECU 300, and the motor ECU 400 are connected to a hybrid control device (hybrid ECU) 100 that controls the entire system in an integrated manner. The hybrid ECU 100 outputs control commands to the engine ECU 200, the transmission ECU 300, and the motor ECU 400, and performs vehicle travel control or charge control of the high voltage battery 95. The hybrid ECU 100 is an example of a control device for a hybrid vehicle according to the present invention.

  Each ECU includes a microcomputer and various interfaces or peripheral devices. Each ECU is connected to be capable of bidirectional communication via a communication line such as a CAN (Controller Area Network), for example, and communicates control information and various types of information related to the controlled object.

  Specifically, each ECU is a CPU (Central Processing Unit) that is an arithmetic processing unit, a ROM (Read Only Memory) that is a storage element that stores programs used by the CPU, operational parameters, and the like, and is used in the execution of the CPU. It is composed of a program, a RAM (Random Access Memory) that temporarily stores parameters that change as appropriate during execution thereof, and the like. Each ECU may communicate with each sensor using CAN communication. Note that the functions of each ECU according to the present embodiment may be divided by a plurality of control devices. In this case, the plurality of control devices may be connected to each other via a communication line such as CAN. Hereinafter, the outline of the function of each ECU will be described.

  Engine ECU 200 receives control command from hybrid ECU 100 and controls engine 10. The engine ECU 200 calculates control amounts such as a throttle opening, an ignition timing, and a fuel injection amount based on information detected by various sensors provided in the engine 10, for example. Further, the engine ECU 200 drives the throttle valve, the spark plug, the fuel injection valve, and the like based on the calculated control amount, and controls the engine 10 so that the output of the engine 10 becomes a control command value.

  The motor ECU 400 receives the control command from the hybrid ECU 100 and controls the first motor generator 20 or the second motor generator 50 via the inverter device 90, respectively. For example, the motor ECU 400 outputs a current command or a voltage command to the inverter device 90 based on information such as the rotation speed, voltage, or current of the first motor generator 20 or the second motor generator 50, and the first The first motor generator 20 or the second motor generator 50 is controlled so that the output of the motor generator 20 or the second motor generator 50 becomes the control command value.

  Here, the inverter device 90 according to the present embodiment and the surrounding configuration will be described. FIG. 2 is a schematic diagram illustrating an example of the inverter device 90 and the surrounding configuration according to the present embodiment. As shown in FIG. 2, the inverter device 90 includes a first inverter device 91 and a second inverter device 92.

  The first inverter device 91 is connected to each of the high voltage battery 95 and the electric oil pump 28. Specifically, the first inverter device 91 is connected to the first motor generator 20 of the electric oil pump 28 and can control the supply of electric power to the first motor generator 20. The first inverter device 91 according to the present embodiment can control the power supplied to the first motor generator 20 by the PWM method. Second inverter device 92 is connected to each of high voltage battery 95 and second motor generator 50. The second inverter device 92 according to the present embodiment can control the power supplied to the second motor generator 50 by the PWM method.

  The first inverter device 91 and the second inverter device 92 are each driven based on a PWM control signal output from the motor ECU 400. Specifically, the motor ECU 400 outputs PWM control signals to the first inverter device 91 and the second inverter device 92, respectively, in order to control driving of the first motor generator 20 and the second motor generator 50. To do. Here, motor ECU 400 generates a PWM control signal by comparing the voltage command with the carrier signal. The voltage command can be generated by the motor ECU 400 based on a control command from the hybrid ECU 100, for example. The carrier signal is generated by hybrid ECU 100 and output to motor ECU 400. Therefore, the hybrid ECU 100 can control the carrier signals of the first inverter device 91 and the second inverter device 92. In the present embodiment, the hybrid ECU 100 controls the phase difference between the carrier signals of the first inverter device 91 and the second inverter device 92, thereby realizing noise reduction. Details of such a hybrid ECU 100 will be described later.

  In addition, each signal for controlling the drive of each inverter device may be generated by any control device, and the sharing of the function for generating each signal by each control device is not particularly limited. The mode of sharing of the function of generating each signal in the present specification by each control device is merely an example, and the technical scope of the present invention is not limited to such an example.

  The high voltage battery 95 corresponds to a battery according to the present invention connected to each of the first inverter device 91 and the second inverter device 92. For example, as shown in FIG. 2, the electric wire connected to the P side (positive electrode side) of the high voltage battery 95 is branched on the inverter device 90 side, and the first inverter device 91 and the second inverter device are branched. 92, respectively. Similarly, the wires connected to the N side (negative electrode side) of the high-voltage battery 95 are branched on the inverter device 90 side and connected to the first inverter device 91 and the second inverter device 92, respectively. The In FIG. 2, the P-side electric wire is indicated by a solid line, and the N-side electric wire is indicated by a one-dot chain line. The electric wires connecting the high voltage battery 95 and each of the first inverter device 91 and the second inverter device 92 include the high voltage battery 95, the first inverter device 91, and the second inverter device 92. A system main relay 93 capable of switching electrical connection / disconnection is provided. For example, the system main relay 93 can be provided between the high-voltage battery 95 and the inverter device 90 in the P-side electric wire.

  The coupled oil pump 25 coupled to the first motor generator 20 via the motor shaft 21 and the mechanical oil pump 15 driven by the rotation of the drive wheels 70 and 75 are, for example, as shown in FIG. , May be connected to a common oil passage. Specifically, the discharge port and the suction port of each oil pump are connected to the oil passage. The oil passage is connected to the valve unit 80 shown in FIG.

  Transmission ECU 300 receives a control command from hybrid ECU 100, determines the gear ratio of CVT 30, and controls the gear ratio to an appropriate gear ratio according to the driving state. The transmission ECU 300 controls the transmission ratio of the CVT 30 by controlling the pressure in a hydraulic chamber (not shown) provided in the primary pulley 31 and the secondary pulley 35 and adjusting the sheave width by adjusting the position of the movable sheave. . Further, the transmission ECU 300 receives the control command from the hybrid ECU 100 and controls the connection / disconnection of the engine clutch 61, the forward / reverse switching clutch 40, and the output side transmission clutch 63, thereby switching the traveling mode. The transmission ECU 300 controls connection / disconnection of each clutch, for example, by controlling the hydraulic pressure supplied to each clutch.

  In the hybrid vehicle system 1, the transmission ECU 300 adjusts the hydraulic pressure supplied to the CVT 30 or each clutch by controlling a control valve provided in the valve unit 80. Note that the control valve for adjusting the hydraulic pressure supplied to the CVT 30 and each clutch may not be provided in the valve unit 80 together. For example, the oil of the hydraulic oil distributed from the gallery chamber to each operating portion. A control valve may be provided in the middle of the path.

[1-2. Driving mode]
Next, various travel modes in the hybrid vehicle system 1 according to the present embodiment will be described in more detail with reference to FIGS. FIGS. 3-6 is explanatory drawing which respectively shows the state of the hybrid vehicle system 1 in execution of the single motor EV driving mode, the twin motor EV driving mode, the hybrid driving mode, and the engine driving mode. 3 to 6, the broken line indicates the flow of electric power, and the alternate long and short dash line indicates the flow of power. In the following description, the forward / reverse switching clutch 40 is referred to as an input side transmission clutch 40. The following description is an example in which the vehicle is controlled in the four-wheel drive mode in which the transfer clutch 65 is engaged. In the front-wheel drive mode, the driving force or regenerative braking force to the rear wheel 75 is determined. There is no transmission.

  In the hybrid vehicle system 1 according to the present embodiment, the travel mode is selected by the hybrid ECU 100. Then, a control command for driving each device is output by hybrid ECU 100 to engine ECU 200, transmission ECU 300, and motor ECU 400 in accordance with the selected travel mode. Thereby, execution of the selected driving mode is realized.

  For example, the hybrid ECU 100 may select a traveling mode according to horsepower (vehicle speed × required driving force) necessary for traveling of the vehicle. Specifically, when the required horsepower is relatively small, the single motor EV traveling mode is selected. Further, as the necessary horsepower increases, the mode is sequentially switched to the twin motor EV travel mode and the hybrid travel mode. Hybrid ECU 100 may select the travel mode based on the accelerator opening, the vehicle speed, the remaining capacity SOC of high voltage battery 95, and the like. Moreover, the hybrid ECU 100 may select a vehicle travel mode so as to improve fuel efficiency.

  In hybrid vehicle system 1, in order to suppress the consumption of fuel used to drive engine 10, the engine running mode cannot perform power running control of first motor generator 20 and second motor generator 50. Can only be selected.

(Single motor EV running mode)
During execution of the single motor EV travel mode, the transmission ECU 300 opens the engine clutch 61 and the input side transmission clutch 40 and fastens the output side transmission clutch 63.

  Motor ECU 400 drives second motor generator 50 to output torque. Thereby, as shown in FIG. 3, electric power is supplied from the high voltage battery 95 to the second motor generator 50 via the inverter device 90. The torque output from the second motor generator 50 is transmitted to the front wheel side output shaft 53 via the CVT 30 and is transmitted to the drive wheels 70 and 75 as a drive force for driving the drive wheels 70 and 75. The

  In addition, motor ECU 400 drives first motor generator 20 to output torque. Thereby, as shown in FIG. 3, electric power is supplied from the high voltage battery 95 to the first motor generator 20 via the inverter device 90. The torque output from the first motor generator 20 is transmitted to the coupled oil pump 25 as a driving force for driving the coupled oil pump 25 via the motor shaft 21. Therefore, the connecting oil pump 25 is driven, and the hydraulic pressure in the automatic transmission 5 is ensured.

(Twin motor EV running mode)
During execution of the twin motor EV travel mode, the transmission ECU 300 opens the engine clutch 61 and fastens the input side transmission clutch 40 and the output side transmission clutch 63.

  The motor ECU 400 drives the first motor generator 20 and the second motor generator 50, respectively, and outputs torque while arbitrating the outputs of the first motor generator 20 and the second motor generator 50. As a result, as shown in FIG. 4, power is supplied from the high voltage battery 95 to the first motor generator 20 and the second motor generator 50 via the inverter device 90. The torque output from the first motor generator 20 and the second motor generator 50 is transmitted to the front wheel side output shaft 53 via the CVT 30 and is driven as a driving force for driving the driving wheels 70 and 75. It is transmitted to the wheels 70 and 75. Further, the connecting oil pump 25 is driven by the output of the first motor generator 20 to ensure the hydraulic pressure in the automatic transmission 5.

(Hybrid driving mode)
During execution of the hybrid travel mode, the transmission ECU 300 fastens all of the engine clutch 61, the input side transmission clutch 40, and the output side transmission clutch 63.

  Engine ECU 200 drives engine 10 to output torque. In addition, motor ECU 400 drives second motor generator 50 to output torque. Thereby, as shown in FIG. 5, electric power is supplied from the high voltage battery 95 to the second motor generator 50 via the inverter device 90. Then, torque output from the engine 10 and the second motor generator 50 is transmitted to the front wheel side output shaft 53 via the CVT 30, and driving wheels 70 and 75 are used as driving forces for driving the driving wheels 70 and 75. Is transmitted to.

  The hybrid travel mode can be selected when the required horsepower is relatively large. In such a case, since the vehicle speed is relatively high, the mechanical oil pump 15 can be driven by the rotation of the drive wheels. Therefore, the hydraulic pressure in the automatic transmission 5 can be secured by the mechanical oil pump 15. Note that since the coupled oil pump 25 is driven by the output of the engine 10, the hydraulic pressure is also supplied to the valve unit 80 by the coupled oil pump 25.

  Hereinafter, an example in which the drive wheels 70 and 75 are driven by the output of the engine 10 and the output of the second motor generator 50 as a drive motor during execution of the hybrid travel mode will be mainly described. In the hybrid travel mode, the first motor generator 20 may be driven according to the required horsepower or the occurrence of a failure in the second motor generator 50, and the first motor generator 20 and the second motor generator 20 may be driven. Both motor generators 50 may be driven.

(Engine driving mode)
During execution of the engine travel mode, the transmission ECU 300 fastens all of the engine clutch 61, the input side transmission clutch 40, and the output side transmission clutch 63.

  Engine ECU 200 drives engine 10 to output torque. Accordingly, as shown in FIG. 6, the torque output from the engine 10 is transmitted to the front wheel side output shaft 53 via the CVT 30, and the driving wheels 70 are driven as driving forces for driving the driving wheels 70 and 75. , 75. Further, when the vehicle speed is relatively high, the mechanical oil pump 15 is driven by rotation of the drive wheel, and when the vehicle speed is relatively low, the mechanical oil pump 15 can be driven by the output of the engine 10. Thereby, the hydraulic pressure in the automatic transmission 5 is ensured. Note that since the coupled oil pump 25 is driven by the output of the engine 10, the hydraulic pressure is also supplied to the valve unit 80 by the coupled oil pump 25.

  In the hybrid vehicle system 1 according to the present embodiment, power can be generated by causing the second motor generator 50 to regenerate the kinetic energy of the drive wheels 70 and 75 during deceleration of the vehicle in all the travel modes. . Further, in the twin motor EV travel mode, the hybrid travel mode, and the engine travel mode, power can be generated by causing the first motor generator 20 to regenerate the kinetic energy of the drive wheels 70 and 75 when the vehicle is decelerated. Further, in the hybrid travel mode, the first motor generator 20 can be caused to generate electric power by part or all of the power of the engine 10. Further, in the engine running mode, the first motor generator 20 can generate electric power using a part of the power of the engine 10.

  In the hybrid vehicle system 1 according to the present embodiment, the transmission ECU 300 engages the engine clutch 61 when starting the engine 10. The motor ECU 400 drives the first motor generator 20 via the inverter device 90 and cranks the engine 10 with the power of the first motor generator 20. At this time, the transmission ECU 300 opens the input-side transmission clutch 40 before the engine clutch 61 is engaged so that the vehicle longitudinal vibration does not occur due to the differential rotation between the engine 10 and the first motor generator 20.

  Thus, in the hybrid vehicle system 1 according to the present embodiment, the first motor generator 20 has a function as a starter motor of the engine 10. Therefore, the conventional starter motor used only when the engine 10 is started or stopped can be omitted. An electric oil pump 28 is configured including the first motor generator 20 and the connecting oil pump 25. Therefore, the conventional electric oil pump that has been used only when the engine 10 or the driving wheels 70 and 75 are stopped and the hydraulic pressure cannot be generated by the mechanical oil pump 15 can be omitted.

  Further, in the hybrid vehicle system 1 according to the present embodiment, the first motor generator 20 is connected to the primary pulley 31 of the CVT 30 via the input-side transmission clutch 40, and the first motor generator is traveling during traveling. The generator 20 can function as a drive motor. Therefore, the power performance of the vehicle can be improved. Furthermore, while the engine 10 generates power as the driving force of the vehicle, the first motor generator 20 can function as a generator when there is a surplus in the output of the engine 10. Therefore, the fuel consumption performance of the vehicle can be improved.

<2. Functional configuration of hybrid ECU>
Subsequently, a functional configuration of the hybrid ECU 100 according to the present embodiment will be described with reference to FIGS.

  FIG. 7 is a block diagram illustrating an example of a functional configuration of the hybrid ECU 100 according to the present embodiment. As shown in FIG. 7, hybrid ECU 100 includes a drive control unit 102 and a carrier signal control unit 104. The functional configuration shown in FIG. 7 may be part of hybrid ECU 100. For example, hybrid ECU 100 may have a function of outputting information for controlling each device in more detail, such as a control command related to a control command value, to engine ECU 200, transmission ECU 300, and motor ECU 400.

  The drive control unit 102 selects a travel mode. Further, drive control unit 102 outputs a control command for driving each device of hybrid vehicle system 1 to engine ECU 200, transmission ECU 300, and motor ECU 400 in accordance with the selected travel mode. Specifically, the drive control unit 102 outputs a control command to the engine ECU 200 to drive or stop the engine 10. In addition, drive control unit 102 outputs a control command for fastening or releasing each clutch in automatic transmission 5 to transmission ECU 300. Further, the drive control unit 102 outputs a control command to the motor ECU 400 to drive each of the first motor generator 20 and the second motor generator 50 or to generate power. The drive control unit 102 can execute various travel modes by outputting a control command to each ECU in this way. As described above, the selection of the travel mode can be appropriately performed based on necessary horsepower and the like. Further, the drive control unit 102 outputs information indicating the selected travel mode to the carrier signal control unit 104.

  The carrier signal control unit 104 controls each carrier signal of the first inverter device 91 and the second inverter device 92. Specifically, the carrier signal control unit 104 according to the present embodiment controls the phase difference between the carrier signals of the first inverter device 91 and the second inverter device 92. Carrier signal control unit 104 generates a carrier signal for each inverter device so as to cause a phase difference, and outputs the carrier signal to motor ECU 400. Then, motor ECU 400 generates a PWM control signal based on each carrier signal and outputs the PWM control signal to each inverter device. The first inverter device 91 and the second inverter device 92 are each driven based on a PWM control signal output from the motor ECU 400. Thereby, control of the phase difference of the carrier signals of the first inverter device 91 and the second inverter device 92 is realized.

  More specifically, the carrier signal control unit 104 according to the present embodiment generates a phase difference between the carrier signals of the first inverter device 91 and the second inverter device 92, whereby the first inverter device 91 and Phase difference control for increasing the frequency of the ripple current generated due to the driving of the second inverter device 92 is executed. According to the hybrid ECU 100 according to the present embodiment, noise reduction is realized by executing the phase difference control in each traveling state. Hereinafter, drive control and phase difference control executed by the hybrid ECU 100 in each traveling state will be described.

[2-1. EV running mode in progress]
First, drive control and phase difference control during execution of the EV travel mode will be described.

  As described above, the drive control unit 102 can execute the EV travel mode in which the drive wheels 70 and 75 are driven by the output of the second motor generator 50 as a drive motor while the drive of the engine 10 is stopped. . Further, the drive control unit 102 drives the electric oil pump 28 and the second motor generator 50 as described above during execution of the EV travel mode. While the EV traveling mode is being executed, the driving of the engine 10 is stopped, so that no operating noise of the engine 10 is generated. Therefore, a state in which the quietness is relatively high is realized.

  Here, the carrier frequencies of the first inverter device 91 and the second inverter device 92 can be set to frequencies within the audible range from the viewpoint of suppressing switching loss. For example, the carrier frequency of the first inverter device 91 and the second inverter device 92 can be set to 10 [kHz]. If the phase difference control is not executed in a state where the electric oil pump 28 and the second motor generator 50 are driven, the phase difference between the carrier signals of the first inverter device 91 and the second inverter device 92 is determined. May match.

  FIG. 8 is a schematic diagram illustrating an example of the current value of the inter-PN current when the phase differences of the carrier signals of the first inverter device 91 and the second inverter device 92 match. The inter-PN current means a current flowing from the P side to the N side of the high voltage battery 95 shown in FIG. When the phase differences of the carrier signals of the first inverter device 91 and the second inverter device 92 match, the frequency of the PN current matches the carrier frequency as shown in FIG. It becomes. Therefore, ripple current pulsating at a frequency of 10 [kHz] flows to the high voltage battery 95 and the system main relay 93. Thereby, a relatively high frequency sound having a frequency within the audible range is generated. Such relatively high-frequency sound is likely to be perceived as noise by the driver during execution of the EV traveling mode with relatively high silence.

  The carrier signal control unit 104 according to the present embodiment generates the phase difference between the carrier signals of the first inverter device 91 and the second inverter device 92 during execution of the EV traveling mode, thereby providing the first inverter device. The phase difference control is executed to increase the frequency of the ripple current generated due to the driving of the 91 and the second inverter device 92. Specifically, the carrier signal control unit 104 executes the phase difference control so that the phase difference between the carrier signals of the first inverter device 91 and the second inverter device 92 is substantially half of the carrier period.

  FIG. 9 is a schematic diagram illustrating an example of the current value of the PN current when the phase difference of the carrier signals of the first inverter device 91 and the second inverter device 92 is approximately half of the carrier cycle. Here, as shown in FIG. 2, the high voltage battery 95 is connected to each of the first inverter device 91 and the second inverter device 92. Therefore, the phase difference control is performed so that the phase difference of the carrier signals of the first inverter device 91 and the second inverter device 92 is substantially half of the carrier period, as shown in FIG. Since the frequency of the PN current is approximately twice the carrier frequency, it is 20 [kHz]. Therefore, a ripple current pulsating at a frequency of 20 [kHz] flows to the high voltage battery 95 and the system main relay 93. Therefore, the frequency of the ripple current can be set higher than the audible range. Thereby, the frequency of the relatively high frequency sound caused by driving the inverter device 90 can be made higher than the audible range. Therefore, noise in the hybrid vehicle can be reduced.

[2-2. When stopped]
Next, drive control and phase difference control when the vehicle is stopped will be described.

  The drive control unit 102 may drive the electric oil pump 28 when the hybrid vehicle is stopped. When the vehicle stops, it may be necessary to ensure the hydraulic pressure in the automatic transmission 5 in order to drive the CVT 30 and each clutch in the automatic transmission 5 and lubricate the devices. For example, when stopping, it may be necessary to secure in advance the hydraulic pressure used immediately after starting. Further, when the vehicle is stopped, the hydraulic pressure in the automatic transmission 5 cannot be secured by the mechanical oil pump 15 that can use the rotation of the drive wheels 70 and 75. Therefore, the required hydraulic pressure can be ensured by driving the electric oil pump 28 when the vehicle stops.

  The drive control unit 102 may open the output-side transmission clutch 63 and drive the second motor generator 50 when the hybrid vehicle is stopped. Furthermore, the carrier signal control unit 104 may perform phase difference control when the hybrid vehicle is stopped. When the hybrid vehicle is stopped, the driving of the engine 10 is stopped as in the execution of the EV traveling mode, so that the operating sound of the engine 10 is not generated. Therefore, a state in which the quietness is relatively high is realized. Therefore, the relatively high-frequency sound generated due to the driving of the first inverter device 91 that controls the supply of electric power to the electric oil pump 28 is easily perceived as noise by the driver.

  Here, by releasing the output-side transmission clutch 63 and driving the second motor generator 50, while preventing the output of the second motor generator 50 from being transmitted to the drive wheels 70 and 75, A state in which the second inverter device 92 is driven can be realized. By executing the phase difference control in such a state, it is possible to make the frequency of the relatively high frequency sound caused by driving the inverter device 90 higher than the audible range. Therefore, noise can be reduced.

  Thus, the drive control unit 102 may open the output side transmission clutch 63 and drive the electric oil pump 28 and the second motor generator 50 when the hybrid vehicle is stopped. Further, the carrier signal control unit 104 may perform phase difference control when the hybrid vehicle is stopped. As a result, as described above, it is possible to reduce the noise while ensuring the necessary hydraulic pressure when the vehicle is stopped.

  FIG. 10 is an explanatory diagram showing a state of the hybrid vehicle system 1 when the hybrid vehicle is stopped. In FIG. 10, similarly to FIGS. 3 to 6, the broken line indicates the flow of electric power, and the alternate long and short dash line indicates the flow of power. The drive control unit 102 appropriately outputs a control command for driving each device of the hybrid vehicle system 1 to the engine ECU 200, the transmission ECU 300, and the motor ECU 400 when the hybrid vehicle is stopped. Hereinafter, control executed by each ECU based on a control command output from the drive control unit 102 when the hybrid vehicle is stopped will be described.

  As shown in FIG. 10, when the hybrid vehicle stops, the transmission ECU 300 opens, for example, all of the engine clutch 61, the input side transmission clutch 40, and the output side transmission clutch 63.

  Motor ECU 400 drives second motor generator 50 to output torque. As a result, as shown in FIG. 10, power is supplied from the high voltage battery 95 to the second motor generator 50 via the inverter device 90. Here, since the output-side transmission clutch 63 is opened when the hybrid vehicle is stopped, it is possible to prevent the torque output from the second motor generator 50 from being transmitted to the front wheel-side output shaft 53. .

  In addition, motor ECU 400 drives first motor generator 20 to output torque. As a result, as shown in FIG. 10, power is supplied from the high voltage battery 95 to the first motor generator 20 via the inverter device 90. The torque output from the first motor generator 20 is transmitted to the coupled oil pump 25 as a driving force for driving the coupled oil pump 25 via the motor shaft 21. Therefore, the connecting oil pump 25 is driven, and the hydraulic pressure in the automatic transmission 5 is ensured.

  Further, when the hybrid vehicle stops, as described above, the carrier signal control unit 104 performs phase difference control, so that the frequency of the relatively high-frequency sound generated due to the drive of the inverter device 90 is reduced from the audible range. Can be high. Therefore, noise can be reduced.

[2-3. When driving at high speed]
Next, drive control and phase difference control during high-speed travel of a hybrid vehicle having a relatively high vehicle speed will be described.

  When the electric oil pump 28 is being driven, the drive control unit 102 has a predetermined rotation speed of the engine 10 even when the hydraulic pressure that can be supplied by the mechanical oil pump 15 exceeds a predetermined pressure P_Th. The driving of the electric oil pump 28 may be continued until the rotation speed R_Th is exceeded. Furthermore, while the drive of the electric oil pump 28 is continued by the drive control unit 102 in this way, the carrier signal control unit 104 may execute phase difference control. The predetermined pressure P_Th is a pressure corresponding to a hydraulic pressure required for driving the CVT 30 and each clutch in the automatic transmission 5 and the lubrication of each device, and can be appropriately set according to the design specifications of the vehicle. . Further, the predetermined rotational speed R_Th is a relatively high-frequency sound that can be generated due to the drive of the inverter device 90 in the process of increasing the rotational speed of the engine 10, and the operating sound of the engine 10 increases. This is the number of rotations that begins to be less noticeable as noise by the driver. The predetermined rotation speed R_Th can be appropriately set according to the design specifications of the vehicle.

  As described above, the hybrid vehicle system 1 may be provided with the mechanical oil pump 15 that is driven by the rotation of the drive wheels 70 and 75. The hydraulic pressure that can be supplied by the mechanical oil pump 15 is higher as the vehicle speed is higher. When the vehicle speed rises to a relatively high speed and the hydraulic pressure that can be supplied by the mechanical oil pump 15 exceeds a predetermined pressure P_Th, the mechanical oil pump is driven regardless of whether or not the electric oil pump 28 is driven. The required hydraulic pressure in the automatic transmission 5 can be ensured by 15. Therefore, in such a case, it is conceivable to stop driving the electric oil pump 28 from the viewpoint of improving fuel consumption.

  However, when the rotational speed of the engine 10 is equal to or lower than the predetermined rotational speed R_Th, it can be caused by the driving of the second inverter device 92 that controls the supply of electric power to the second motor generator 50. High frequency sounds are easily perceived as noise by the driver. Here, by continuing driving of the electric oil pump 28, the state in which the first inverter device 91 is driven can be continued. By executing the phase difference control in such a state, it is possible to make the frequency of the relatively high frequency sound caused by driving the inverter device 90 higher than the audible range. Therefore, noise can be reduced when the hydraulic pressure that can be supplied by the mechanical oil pump 15 exceeds a predetermined pressure P_Th.

  In the hybrid vehicle system 1, when the engine 10 is driven, the output of the engine 10 is transmitted to the connection oil pump 25, so that the connection oil pump 25 is driven. In the present specification, the stop of driving of the electric oil pump 28 means that the state in which the coupled oil pump 25 is driven by the output of the first motor generator 20 is stopped.

  As described above, the drive control unit 102 may be capable of executing the hybrid travel mode in which the drive wheels 70 and 75 are driven by the output of the engine 10 and the output of the second motor generator 50 as a drive motor. In switching from the EV travel mode to the hybrid travel mode, the drive control unit 102 has a hydraulic pressure that can be supplied by the mechanical oil pump 15 exceeds a predetermined pressure P_Th, and the rotational speed of the engine 10 exceeds the predetermined rotational speed R_Th. The electric oil pump 28 may be stopped when it exceeds.

  The drive control unit 102 can select a travel mode based on necessary horsepower and the like. Therefore, the timing for starting the switching of the running mode can be determined as appropriate based on various parameters. For example, after the hydraulic pressure that can be supplied by the mechanical oil pump 15 exceeds a predetermined pressure P_Th, the engine 10 can be started when the switching from the EV travel mode to the hybrid travel mode is started. Immediately after the engine 10 is started, the rotational speed of the engine 10 is equal to or lower than the predetermined rotational speed R_Th, and therefore the drive control unit 102 continues to drive the electric oil pump 28.

  Here, while the drive of the electric oil pump 28 is continued by the drive control unit 102, the phase difference control is executed by the carrier signal control unit 104. Thus, it is possible to prevent the generation of noise that may occur when the drive of the electric oil pump 28 is stopped when the hydraulic pressure that can be supplied by the mechanical oil pump 15 exceeds a predetermined pressure P_Th. Then, when the rotational speed of the engine 10 increases and exceeds a predetermined rotational speed R_Th, the electric oil pump 28 is stopped. Accordingly, the supply of power to the first motor generator 20 is stopped. Thereby, the switch to the hybrid travel mode is completed. As described above, in switching from the EV traveling mode to the hybrid traveling mode, by controlling the driving of the electric oil pump 28 as described above, it is possible to appropriately switch the traveling mode while reducing noise. .

<3. Operation>
Subsequently, a flow of processing performed by the hybrid ECU 100 according to the present embodiment will be described with reference to FIGS.

[3-1. Control flow]
First, the control flow by the hybrid ECU 100 according to the present embodiment will be described with reference to the flowchart shown in FIG. FIG. 11 is a flowchart illustrating an example of a flow of processing performed by the hybrid ECU 100 according to the present embodiment. The process shown in FIG. 11 can be executed constantly after the vehicle control system is activated. In FIG. 11, the electric oil pump 28 is referred to as EOP (Electric Oil Pump), and the mechanical oil pump 15 is referred to as MOP (Mechanical Oil Pump).

  As shown in FIG. 11, first, the hybrid ECU 100 determines whether or not there is a drive request for the electric oil pump 28 (step S503). Here, the presence or absence of a drive request for the electric oil pump 28 may be generated by the hybrid ECU 100 itself, may be generated by another control device, and may be transmitted to the hybrid ECU 100. The drive request for the electric oil pump 28 may be generated, for example, when the vehicle control system is activated, or may be generated when the EV travel mode is selected as the travel mode. When it is not determined that there is a drive request for the electric oil pump 28 (step S503 / NO), the processing illustrated in FIG. 11 ends. On the other hand, when it is determined that there is a drive request for the electric oil pump 28 (step S503 / YES), basically, the vehicle is stopped or the EV travel mode is being executed. The type oil pump 28 is driven, and the carrier signal control unit 104 executes phase difference control (step S505).

  Next, the hybrid ECU 100 determines whether or not the hydraulic pressure that can be supplied by the mechanical oil pump 15 exceeds a predetermined pressure P_Th and the rotational speed of the engine 10 exceeds a predetermined rotational speed R_Th (step S507). ). When it is not determined that the hydraulic pressure that can be supplied by the mechanical oil pump 15 exceeds the predetermined pressure P_Th and the rotational speed of the engine 10 exceeds the predetermined rotational speed R_Th (step S507 / NO), step S503 is performed. Return to the determination process. On the other hand, when it is determined that the hydraulic pressure that can be supplied by the mechanical oil pump 15 exceeds the predetermined pressure P_Th and the rotational speed of the engine 10 exceeds the predetermined rotational speed R_Th (step S507 / YES), the driving is performed. The control unit 102 stops the electric oil pump 28 (step S509), and the process illustrated in FIG.

[3-2. Transition of various state quantities]
Subsequently, transitions of various state quantities in the case where control is performed by the hybrid ECU 100 according to the reference example and the present embodiment will be described with reference to FIGS. 12 and 13. Specifically, in FIGS. 12 and 13, when the vehicle speed is increased after the vehicle has started from a stopped state, the traveling mode is switched from the EV traveling mode to the hybrid traveling mode. The transition of various state quantities is shown.

  First, with reference to FIG. 12, the transition of various state quantities when the control according to the reference example is performed will be described. The hybrid vehicle according to the reference example includes an engine and a drive motor as power sources, an electric oil pump, and a mechanical oil pump driven by rotation of drive wheels. Further, the supply of electric power to the drive motor and the electric oil pump is controlled by a first inverter device and a second inverter device that can control electric power supplied by the PWM method. In the reference example, unlike the control performed by the hybrid ECU 100 according to the present embodiment, the phase difference control is not executed.

  As shown in FIG. 12, when the vehicle is stopped at a time before time T91, the vehicle speed is zero, so the hydraulic pressure that can be supplied by the mechanical oil pump is zero. Therefore, the electric oil pump is driven for the purpose of ensuring the necessary hydraulic pressure in the automatic transmission. Therefore, as shown in FIG. 12, electric power is supplied to the electric oil pump at a time before time T91. Here, since the drive of the engine is stopped at a time before time T91, no engine operating noise is generated. Therefore, a state in which the quietness is relatively high is realized. Therefore, a relatively high-frequency sound generated due to the driving of the first inverter device that controls the supply of electric power to the electric oil pump is easily perceived as noise by the driver.

  When the EV travel mode is selected as the travel mode at time T91 when the hybrid vehicle starts, as shown in FIG. 12, the hybrid motor travels by driving the drive motor after time T91 as shown in FIG. . As shown in FIG. 12, during the execution of the EV traveling mode after time T91, the engine 10 is not driven, so no engine operating noise is generated. Here, in the reference example, since the phase difference control is not executed, the phase differences of the carrier signals of the first inverter device and the second inverter device match. Thereby, a ripple current pulsating at a frequency within the range of the audible range can be generated. Therefore, a relatively high frequency sound having a frequency within the audible range can be generated. Such relatively high-frequency sound is likely to be perceived as noise by the driver during execution of the EV traveling mode with relatively high silence.

  The hydraulic pressure that can be supplied by the mechanical oil pump increases as the vehicle speed increases after time T91, and exceeds a predetermined pressure P_Th at time T92. Therefore, since the required hydraulic pressure in the automatic transmission can be ensured only by the mechanical oil pump, at time T92, control for stopping the driving of the electric oil pump is performed from the viewpoint of improving fuel consumption.

  At time T93 after time T92, the engine is started to switch from the EV travel mode to the hybrid travel mode. The engine speed increases after time T93, and exceeds a predetermined speed R_Th at time T94. Therefore, after time T94, the engine operating noise is relatively loud, and thus relatively high-frequency sound that can be generated due to the driving of the second inverter device is less likely to be perceived as noise by the driver. However, at the time between time T93 and time T94, although the engine is driven, the engine operating noise is relatively low, so a relatively high-frequency sound generated due to the driving of the second inverter device is generated by the driver. It is easy to feel as noise.

  Next, with reference to FIG. 13, transitions of various state quantities when the control by the hybrid ECU 100 according to the present embodiment is performed will be described.

  As shown in FIG. 13, when the vehicle is stopped at a time prior to time T11, the vehicle speed is zero, so the hydraulic pressure that can be supplied by the mechanical oil pump 15 is zero. Therefore, the electric oil pump 28 is driven by the drive control unit 102 in order to ensure the necessary hydraulic pressure in the automatic transmission 5. Therefore, as shown in FIG. 13, power is supplied to the electric oil pump 28 at a time before time T11.

  In the present embodiment, the second motor generator 50 is driven by the drive control unit 102 as shown in FIG. 13 at a time before time T11. Furthermore, the carrier signal control unit 104 performs phase difference control. Specifically, the carrier signal control unit 104 executes the phase difference control so that the phase difference between the carrier signals of the first inverter device 91 and the second inverter device 92 is substantially half of the carrier period. Thereby, the frequency of the ripple current generated due to the driving of the inverter device 90 can be made higher than the audible range. Therefore, noise can be reduced at a time prior to time T11 when the vehicle is stopped, where a quiet state is relatively high. Note that FIG. 13 shows that the frequency of the ripple current at a time before time T11 is approximately twice that of the time before time T91 in FIG.

  At a time before time T11, the drive control unit 102 opens the output-side transmission clutch 63. Thereby, the output of second motor generator 50 can be prevented from being transmitted to drive wheels 70 and 75. In addition, when the EV travel mode is selected as the travel mode at time T <b> 11 when the hybrid vehicle starts, the drive control unit 102 engages the output-side transmission clutch 63. Thus, the output of the second motor generator 50 is transmitted to the drive wheels 70 and 75, so that the hybrid vehicle travels. At the time after time T11, the single motor EV traveling mode or the twin motor EV traveling mode can be selected as the EV traveling mode.

  In the present embodiment, the carrier signal control unit 104 executes phase difference control at a time after time T11 during which the EV travel mode is being executed. Thereby, the frequency of the ripple current generated due to the driving of the inverter device 90 can be made higher than the audible range. Therefore, noise can be reduced at a time after time T11 during execution of the EV traveling mode in which a state with relatively high silence is realized. Note that FIG. 13 shows that the frequency of the ripple current at the time between time T11 and time T12 is approximately twice that of the time between time T91 and time T92 in FIG. ing.

  The hydraulic pressure that can be supplied by the mechanical oil pump 15 increases as the vehicle speed increases after time T11, and exceeds a predetermined pressure P_Th at time T12. In the present embodiment, after the time T12 when the hydraulic pressure that can be supplied by the mechanical oil pump 15 exceeds the predetermined pressure P_Th, the drive control unit 102 continues until the rotational speed of the engine 10 exceeds the predetermined rotational speed R_Th. The drive of the electric oil pump 28 is continued. Therefore, at time T12, the driving of the engine 10 is stopped, so that the driving of the electric oil pump 28 is continued.

  After time T12, when it is determined by the drive control unit 102 to start switching from the EV travel mode to the hybrid travel mode, the engine 10 is started at time T13 after time T12, as shown in FIG. The The rotational speed of the engine 10 increases after time T13 and exceeds the predetermined rotational speed R_Th at time T14. Therefore, since the rotational speed of the engine 10 is equal to or lower than the predetermined rotational speed R_Th until time T14, the drive of the electric oil pump 28 is continued by the drive control unit 102. Here, the phase difference control is executed by the carrier signal control unit 104 while the drive of the electric oil pump 28 is continued by the drive control unit 102 in this way. Thereby, it is possible to prevent the generation of noise that may occur when the drive of the electric oil pump 28 is stopped at time T12 when the hydraulic pressure that can be supplied by the mechanical oil pump 15 exceeds the predetermined pressure P_Th. Note that FIG. 13 shows that the frequency of the ripple current at the time between time T12 and time T14 is approximately twice that of the time between time T92 and time T94 in FIG. ing.

  Then, as shown in FIG. 13, at time T <b> 14, the drive control unit 102 stops the electric oil pump 28. Accordingly, at time T14, supply of power to first motor generator 20 is stopped. Thereby, the switch to the hybrid travel mode is completed. Since the engine operating sound is relatively loud after time T14, relatively high-frequency sound that can be caused by driving the second inverter device 92 is less likely to be perceived as noise by the driver. Further, in the hybrid vehicle system 1, the coupled oil pump 25 is driven by transmitting the output of the engine 10 to the coupled oil pump 25 after time T <b> 14.

<4. Conclusion>
As described above, according to the present embodiment, the first inverter is generated by generating the phase difference between the carrier signals of the first inverter device 91 and the second inverter device 92 during execution of the EV traveling mode. Phase difference control for increasing the frequency of the ripple current generated due to the driving of the device 91 and the second inverter device 92 is executed. Therefore, the frequency of the ripple current can be made higher than the audible range. Thereby, the frequency of the relatively high frequency sound caused by driving the inverter device 90 can be made higher than the audible range. Therefore, noise in the hybrid vehicle can be reduced.

  Although the example in which the first motor generator 20 as the motor included in the electric oil pump 28 has a plurality of functions has been described above, the technical scope of the present invention is not limited to such an example. The motor included in the electric oil pump 28 functions as a drive motor that generates power as a driving force of the vehicle, functions as a generator that is driven by the output of the engine 10 to generate power, and is regeneratively driven when the vehicle is decelerated. Thus, it is not necessary to have a part or all of a function as a generator that generates power using the kinetic energy of the drive wheels 70 and 75 and a function as a starter motor. Further, the motor included in the electric oil pump 28 may not be connected to a member to which the output of the engine 10 or the second motor generator 50 is transmitted. In other words, the present invention can be applied to a hybrid vehicle having only the engine 10 and the second motor generator 50 as a power source.

  In the above description, the example in which the second motor generator 50 is connected to the input side of the CVT 30 has been described. However, the technical scope of the present invention is not limited to such an example. For example, the present invention can also be applied to a hybrid vehicle in which the second motor generator 50 is connected to the output side of the CVT 30.

  Moreover, although the hybrid vehicle system 1 demonstrated the example provided with two motor generators above, the technical scope of this invention is not limited to the example which concerns. For example, the present invention can also be applied to a hybrid vehicle including three or more motor generators.

  The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention pertains can make various modifications or application examples within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle system 5 Automatic transmission 11 Crankshaft 15 Mechanical oil pump 20 1st motor generator 21 Motor shaft 25 Connection oil pump 28 Electric oil pump 30 Continuously variable transmission mechanism (CVT)
31 Primary pulley 33 Primary shaft 35 Secondary pulley 36 Power transmission member 37 Secondary shaft 40 Forward / reverse switching clutch (input-side transmission clutch)
41 planetary gear 43 forward clutch 45 reverse brake 50 second motor generator 53 front wheel side output shaft 61 engine clutch 63 output side transmission clutch 65 transfer clutch 70 front wheel (drive wheel)
73 Rear wheel side output shaft 75 Rear wheel (drive wheel)
80 Valve unit 90 Inverter device 91 First inverter device 92 Second inverter device 93 System main relay 95 High voltage battery 97 Speed sensor 98 Hydraulic sensor 100 Hybrid controller (hybrid ECU)
102 Drive control unit 104 Carrier signal control unit 200 Engine control device (engine ECU)
300 Transmission control device (transmission ECU)
400 Motor control device (motor ECU)

Claims (7)

An engine capable of outputting the power transmitted to the drive wheels;
A drive motor capable of outputting power transmitted to the drive wheel;
An electric oil pump,
A first inverter device capable of controlling electric power supplied to the electric oil pump by a pulse width modulation method;
A second inverter device capable of controlling the power supplied to the drive motor by a pulse width modulation method;
A battery connected to each of the first inverter device and the second inverter device;
A control device for a hybrid vehicle comprising:
A drive control unit capable of executing an EV traveling mode in which the driving wheels are driven by the output of the driving motor in a state where the driving of the engine is stopped;
During the execution of the EV travel mode, the first inverter device and the second inverter device are driven by generating a phase difference between the carrier signals of the first inverter device and the second inverter device. A carrier signal control unit for performing phase difference control to increase the frequency of the ripple current generated due to the error;
A control device for a hybrid vehicle comprising:   The said carrier signal control part performs the said phase difference control so that the phase difference of the carrier signal of a said 1st inverter apparatus and a said 2nd inverter apparatus may become substantially half of a carrier period. Hybrid vehicle control device. The hybrid vehicle includes an output-side transmission clutch capable of switching power transmission between the drive wheels and the drive motor.
When the hybrid vehicle is stopped,
The drive control unit opens the output-side transmission clutch, drives the electric oil pump and the drive motor,
The carrier signal control unit executes the phase difference control.
The control apparatus of the hybrid vehicle of Claim 1 or 2. The hybrid vehicle includes a mechanical oil pump that is driven by rotation of drive wheels,
When the electric oil pump is being driven, even if the hydraulic pressure that can be supplied by the mechanical oil pump exceeds a predetermined pressure, the engine rotation speed exceeds the predetermined rotation speed. In between
The drive control unit continues driving the electric oil pump,
The carrier signal control unit executes the phase difference control.
The control apparatus of the hybrid vehicle as described in any one of Claims 1-3.   The drive control unit is capable of executing a hybrid travel mode in which the drive wheels are driven by the output of the engine and the output of the drive motor. In switching from the EV travel mode to the hybrid travel mode, the mechanical oil 5. The hybrid vehicle according to claim 4, wherein the electric oil pump is stopped when a hydraulic pressure that can be supplied by a pump exceeds the predetermined pressure and the rotational speed of the engine exceeds the predetermined rotational speed. 6. Control device. The hybrid vehicle
A first motor generator connected to the engine and capable of outputting power transmitted to the drive wheels;
A speed change mechanism that converts power output from at least one of the engine and the first motor generator at a predetermined speed ratio;
An input-side transmission clutch capable of switching whether to transmit power between the first motor generator and the speed change mechanism;
A second motor generator as the drive motor capable of outputting power transmitted to the drive wheel in a state where the input-side transmission clutch is opened;
A coupled oil pump coupled to the motor shaft of the first motor generator and driven by rotation of the motor shaft;
With
The electric oil pump includes the first motor generator and the connecting oil pump,
The first inverter device can control the power supplied to the first motor generator by a pulse width modulation method.
The control apparatus of the hybrid vehicle as described in any one of Claims 1-5.   The hybrid vehicle includes a system main relay capable of switching electrical connection / disconnection between the battery, the first inverter device, and the second inverter device. The hybrid vehicle control apparatus described.

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