JP2009248680A - Hybrid car and control method thereof - Google Patents

Hybrid car and control method thereof Download PDF

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Publication number
JP2009248680A
JP2009248680A JP2008097328A JP2008097328A JP2009248680A JP 2009248680 A JP2009248680 A JP 2009248680A JP 2008097328 A JP2008097328 A JP 2008097328A JP 2008097328 A JP2008097328 A JP 2008097328A JP 2009248680 A JP2009248680 A JP 2009248680A
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Japan
Prior art keywords
atmospheric pressure
motor
intake
pressure
electric motor
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Application number
JP2008097328A
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Japanese (ja)
Inventor
Takeshi Hoshiba
健 干場
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Toyota Motor Corp
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Toyota Motor Corp
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Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2008097328A priority Critical patent/JP2009248680A/en
Publication of JP2009248680A publication Critical patent/JP2009248680A/en
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
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    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

<P>PROBLEM TO BE SOLVED: To more properly decide whether or not an atmospheric pressure sensor is frozen, and to more properly control the voltage of a power to be supplied to a motor even when the atmospheric pressure sensor is frozen. <P>SOLUTION: When an intake pressure Pin changes when an engine first starts after a system starts, it is decided that an atmospheric pressure sensor is not frozen, and the maximum voltage VHmax is set based on an atmospheric pressure Pa (S320, S340, S420), and when the intake pressure Pin does not change, it is decided that the atmospheric pressure sensor is frozen, and the maximum voltage VHmax is set based on an estimated air pressure Paest to be obtained by reducing a correction air pressure Paα from the atmospheric pressure Pa (S320, S350, S410, S420). Then, the voltage of a high voltage system is limited at the set maximum voltage VHmax. Thus, it is possible to supply more proper voltage to a motor even when the intake pressure sensor is frozen. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、ハイブリッド車およびその制御方法に関する。   The present invention relates to a hybrid vehicle and a control method thereof.

従来、この種の車両としては、走行用のモータを搭載し、大気圧が低いときにはモータに供給する電圧が低くなるよう制御するものが提案されている（例えば、特許文献１参照）。この車両では、大気圧が低いときにモータに供給する電圧を低くすることにより、モータの絶縁体の部分放電による絶縁性能の劣化を抑制している。また、排気環流装置が取り付けられたエンジンを有する車両において、排気環流装置用の圧力センサの検出値が正常でないときに吸気温度が低いときには圧力センサの凍結を判定するものが提案されている（例えば、特許文献２参照）。
特開２００６−２８８１７０号公報 特許第３８５８３０６号公報 Conventionally, as this type of vehicle, there has been proposed a vehicle equipped with a traveling motor and controlled so that the voltage supplied to the motor is lowered when the atmospheric pressure is low (see, for example, Patent Document 1). In this vehicle, by reducing the voltage supplied to the motor when the atmospheric pressure is low, deterioration of the insulation performance due to partial discharge of the insulator of the motor is suppressed. Further, in a vehicle having an engine to which an exhaust gas recirculation device is attached, it has been proposed to determine whether the pressure sensor is frozen when the detected value of the pressure sensor for the exhaust gas recirculation device is not normal and the intake air temperature is low (for example, , See Patent Document 2).
JP 2006-288170 A Japanese Patent No. 3858306

排気環流装置が取り付けられたエンジンと走行用のモータとを搭載すると共にモータ近傍の気圧に基づいてモータに供給する電力の電圧を制御するハイブリッド車では、気温が低いときには気圧センサは凍結するが、気圧センサの凍結と気圧センサの異常とを区別することができない。また、気圧センサが凍結したときには、気圧センサにより検出された気圧に基づいてモータに供給する電力の電圧を制御することができない場合が生じる。この場合、車両が高地を走行していると仮定して低い気圧によりモータに供給する電力の電圧を制御することもできるが、どの程度の高地を走行していると仮定するのかが困難である。   In a hybrid vehicle equipped with an engine equipped with an exhaust gas recirculation device and a traveling motor and controlling the voltage of power supplied to the motor based on the pressure in the vicinity of the motor, the pressure sensor freezes when the temperature is low, It is impossible to distinguish between freezing of the pressure sensor and abnormality of the pressure sensor. Further, when the atmospheric pressure sensor is frozen, the voltage of the electric power supplied to the motor may not be controlled based on the atmospheric pressure detected by the atmospheric pressure sensor. In this case, it is possible to control the voltage of the electric power supplied to the motor with a low atmospheric pressure on the assumption that the vehicle is traveling on a high altitude, but it is difficult to assume how high the altitude is traveling. .

本発明のハイブリッド車およびその制御方法は、走行用の電動機の近傍に取り付けられた気圧を検出する機器が凍結しているか否かをより適正に判定すると共に気圧を検出する機器が凍結しているときでもより適正に電動機に供給する電力の電圧を制御することを主目的とする。   In the hybrid vehicle and the control method thereof according to the present invention, it is more appropriately determined whether or not the device for detecting the atmospheric pressure attached in the vicinity of the electric motor for traveling is frozen, and the device for detecting the atmospheric pressure is frozen. The main purpose is to control the voltage of the electric power supplied to the electric motor more appropriately.

本発明のハイブリッド車およびその制御方法は、上述の主目的を達成するために以下の手段を採った。   The hybrid vehicle of the present invention and its control method employ the following means in order to achieve the main object described above.

本発明のハイブリッド車は、
走行用の動力を出力する電動機と、
前記電動機の近傍に配置されて該電動機近傍の気圧である電動機近傍気圧を検出する電動機近傍気圧検出手段と、
充放電可能な蓄電手段と、
前記蓄電手段からの電力を昇圧して前記電動機に供給する昇圧手段と、
吸気系のスロットル弁の後段に設けられた吸排気混合部に排気の一部を環流する環流装置を備える内燃機関と、
前記吸排気混合部の圧力である吸気圧を検出する吸気圧検出手段と、
システム起動後に最初に前記内燃機関を始動したとき、前記検出された吸気圧が前記内燃機関の始動に伴って変化したときには前記検出された電動機近傍気圧に基づいて最大電圧を設定し、前記検出された吸気圧が前記内燃機関の始動に伴って変化しないときには前記検出された電動機近傍気圧から補正気圧を減じて得られる圧力に基づいて最大電圧を設定する最大電圧設定手段と、
走行に要求される要求駆動力に基づいて前記電動機の駆動指令を設定する駆動指令設定手段と、
前記設定された最大電圧の範囲内で前記設定された駆動指令に基づいて前記電動機に供給すべき目標電圧を設定する目標電圧設定手段と、
前記設定された目標電圧になるよう前記昇圧手段を制御すると共に前記設定された駆動指令により前記電動機が駆動されて前記要求駆動力に基づく駆動力により走行するよう前記電動機と前記内燃機関とを制御する制御手段と、
を備えることを要旨とする。 The hybrid vehicle of the present invention
An electric motor that outputs driving power;
An electric motor vicinity atmospheric pressure detecting means which is arranged in the vicinity of the electric motor and detects an electric motor vicinity atmospheric pressure which is an atmospheric pressure in the vicinity of the electric motor;
Charge / discharge power storage means;
Boosting means for boosting the electric power from the power storage means and supplying it to the motor;
An internal combustion engine comprising a recirculation device that recirculates a part of the exhaust gas to an intake / exhaust gas mixing portion provided at a subsequent stage of an intake system throttle valve;
An intake pressure detecting means for detecting an intake pressure which is a pressure of the intake / exhaust mixing unit;
When the internal combustion engine is started for the first time after system startup, when the detected intake pressure changes with the start of the internal combustion engine, a maximum voltage is set based on the detected pressure near the motor, and the detected A maximum voltage setting means for setting a maximum voltage based on a pressure obtained by subtracting a corrected atmospheric pressure from the detected atmospheric pressure near the motor when the intake pressure does not change with the start of the internal combustion engine;
Drive command setting means for setting a drive command for the electric motor based on a required driving force required for traveling;
Target voltage setting means for setting a target voltage to be supplied to the electric motor based on the set drive command within the set maximum voltage range;
The booster is controlled so as to be the set target voltage, and the motor and the internal combustion engine are controlled so that the motor is driven by the set driving command and driven by the driving force based on the required driving force. Control means to
It is a summary to provide.

この本発明のハイブリッド車では、システム起動後に最初に内燃機関を始動したときに、吸排気混合部に取り付けられた吸気圧検出手段により検出された吸気圧が内燃機関の始動に伴って変化したときには、電動機の近傍に配置された電動機近傍気圧検出手段により検出された電動機近傍気圧に基づいて最大電圧を設定すると共に設定した最大電圧の範囲内で走行に要求される要求駆動力に基づいて設定された電動機の駆動指令に基づいて電動機に供給すべき目標電圧を設定し、設定した目標電圧になるよう昇圧手段を制御すると共に駆動指令により電動機が駆動されて要求駆動力に基づく駆動力により走行するよう電動機と内燃機関とを制御する。即ち、システム起動後に最初に内燃機関を始動したときに吸気圧検出手段により検出された吸気圧が内燃機関の始動に伴って変化したときには、吸気圧検出手段も電動機近傍気圧検出手段も凍結していないと判断し、電動機に供給する電圧が電動機近傍気圧検出手段により検出された電動機近傍気圧に応じた電圧となるよう昇圧手段を制御するのである。一方、システム起動後に最初に内燃機関を始動したときに、吸気圧検出手段により検出された吸気圧が内燃機関の始動に伴って変化しないときには、電動機近傍気圧検出手段により検出された電動機近傍気圧から補正気圧を減じて得られる圧力に基づいて最大電圧を設定すると共に設定した最大電圧の範囲内で電動機の駆動指令に基づいて電動機に供給すべき目標電圧を設定し、設定した目標電圧になるよう昇圧手段を制御すると共に駆動指令により電動機が駆動されて要求駆動力に基づく駆動力により走行するよう電動機と内燃機関とを制御する。即ち、システム起動後に最初に内燃機関を始動したときに吸気圧検出手段により検出された吸気圧が内燃機関の始動に伴って変化しないときには、吸気圧検出手段も電動機近傍気圧検出手段も凍結していると判断し、電動機に供給する電圧が電動機近傍気圧検出手段により検出された電動機近傍気圧より補正気圧だけ低い気圧に応じた電圧となるよう昇圧手段を制御するのである。これにより、電動機近傍気圧検出手段も凍結をより適正に判定することができる。また、電動機近傍気圧検出手段は凍結してもその検出値は凍結直前の値を示していると考えられるから、その検出値である電動機近傍気圧から補正気圧だけ低い気圧に応じた電圧が電動機に供給されるよう昇圧手段を制御することにより、必要以上に高地を走行していると仮定して電動機に供給する電力の電圧を制御するものに比して、より適正な電圧の電力を電動機に供給することができる。   In the hybrid vehicle of the present invention, when the internal combustion engine is started for the first time after the system is started, when the intake pressure detected by the intake pressure detection means attached to the intake / exhaust mixing unit changes with the start of the internal combustion engine. The maximum voltage is set on the basis of the motor vicinity pressure detected by the motor vicinity pressure detection means disposed in the vicinity of the motor, and is set based on the required driving force required for traveling within the set maximum voltage range. The target voltage to be supplied to the motor is set based on the drive command of the motor, the booster is controlled so as to become the set target voltage, and the motor is driven by the drive command and travels by the driving force based on the requested driving force. The electric motor and the internal combustion engine are controlled. That is, when the intake pressure detected by the intake pressure detection means when the internal combustion engine is started for the first time after the system is started changes with the start of the internal combustion engine, both the intake pressure detection means and the motor vicinity pressure detection means are frozen. Therefore, the boosting means is controlled so that the voltage supplied to the motor becomes a voltage corresponding to the motor vicinity atmospheric pressure detected by the motor vicinity atmospheric pressure detection means. On the other hand, when the internal combustion engine is started for the first time after the system is started, if the intake pressure detected by the intake pressure detection means does not change with the start of the internal combustion engine, the pressure near the motor detected by the motor vicinity pressure detection means Set the maximum voltage based on the pressure obtained by reducing the corrected atmospheric pressure, and set the target voltage to be supplied to the motor based on the motor drive command within the set maximum voltage range so that the set target voltage is reached. The electric motor and the internal combustion engine are controlled such that the electric motor is driven by the drive command and travels by the driving force based on the required driving force while controlling the boosting means. That is, when the intake pressure detected by the intake pressure detection means when the internal combustion engine is started for the first time after the system is started does not change with the start of the internal combustion engine, both the intake pressure detection means and the motor vicinity pressure detection means are frozen. Therefore, the boosting means is controlled so that the voltage supplied to the motor becomes a voltage corresponding to the atmospheric pressure that is lower than the electric motor vicinity atmospheric pressure detected by the electric motor vicinity atmospheric pressure by the correction atmospheric pressure. Thereby, the electric motor vicinity atmospheric pressure detection means can also determine freezing more appropriately. In addition, even if the motor vicinity pressure detecting means is frozen, the detected value is considered to be the value immediately before freezing, and therefore the voltage corresponding to the detected atmospheric pressure that is lower than the detected motor vicinity pressure by the correction pressure is applied to the motor. By controlling the voltage boosting means so that it is supplied, it is assumed that the motor is running at a higher altitude than necessary. Can be supplied.

こうした本発明のハイブリッド車において、前記補正気圧は、前記検出された吸気圧の変化が生じてから徐々に小さくなる値として設定されてなるものとすることもできる。吸気圧検出手段により検出される吸気圧に変化が生じれば、吸気圧検出手段や電動機近傍気圧検出手段の凍結が解除されたと考えられるから、そのときから徐々に小さくなる補正気圧を用いて電動機に供給される電力の電圧を制御することにより、電動機に供給される電力の電圧を急変させることなく、凍結が解除された後に検出される電動機近傍気圧に基づく電圧にすることができる。   In such a hybrid vehicle of the present invention, the corrected atmospheric pressure may be set as a value that gradually decreases after the detected change in intake pressure occurs. If the intake pressure detected by the intake pressure detecting means changes, it is considered that the freezing of the intake pressure detecting means or the motor vicinity atmospheric pressure detecting means has been released. By controlling the voltage of the electric power supplied to the motor, the voltage of the electric power supplied to the electric motor can be set to a voltage based on the atmospheric pressure in the vicinity of the electric motor detected after the freezing is released without causing a sudden change.

また、本発明のハイブリッド車において、前記補正気圧は、システム起動時に前記検出された電動機近傍気圧または前記検出された吸気圧が小さいほど大きな値に設定されてなるものとすることもできる。こうすれば、より確実に電動機の絶縁体の絶縁性能の劣化を抑制することができる。   In the hybrid vehicle of the present invention, the corrected atmospheric pressure may be set to a larger value as the detected electric motor vicinity atmospheric pressure or the detected intake pressure is smaller when the system is started. By so doing, it is possible to more reliably suppress the deterioration of the insulation performance of the insulator of the electric motor.

さらに、本発明のハイブリッド車において、前記制御手段は、システム起動後に最初に前記内燃機関を始動したときに前記検出された吸気圧が前記内燃機関の始動に伴って変化しないときには排気が前記吸排気混合部に環流されるよう前記内燃機関を制御する手段であるものとすることもできる。こうすれば、より迅速に吸気圧検出手段の凍結を解除することができる。   Furthermore, in the hybrid vehicle of the present invention, the control means is configured such that when the detected intake pressure does not change with the start of the internal combustion engine when the internal combustion engine is started for the first time after system startup, the exhaust is the intake and exhaust. It may be a means for controlling the internal combustion engine so as to be recirculated to the mixing section. In this way, the freezing of the intake pressure detection means can be released more quickly.

あるいは、本発明のハイブリッド車において、前記内燃機関は、走行用の動力を出力可能に接続されてなるものとすることもできるし、前記蓄電手段および前記電動機と電力のやり取りが可能に接続され、前記内燃機関からの動力の少なくとも一部を用いて発電する発電機を備えるものとすることもできる。   Alternatively, in the hybrid vehicle of the present invention, the internal combustion engine may be connected to be able to output power for traveling, or connected to be able to exchange power with the power storage means and the electric motor, A generator that generates power using at least part of the power from the internal combustion engine may be provided.

本発明のハイブリッド車の制御方法は、
走行用の動力を出力する電動機と、前記電動機の近傍に配置されて該電動機近傍の気圧である電動機近傍気圧を検出する電動機近傍気圧検出手段と、充放電可能な蓄電手段と、前記蓄電手段からの電力を昇圧して前記電動機に供給する昇圧手段と、吸気系のスロットル弁の後段に設けられた吸排気混合部に排気の一部を環流する環流装置を備える内燃機関と、前記吸排気混合部の圧力である吸気圧を検出する吸気圧検出手段と、を備えるハイブリッド車の制御方法であって、
（ａ）システム起動後に最初に前記内燃機関を始動したとき、前記検出された吸気圧が前記内燃機関の始動に伴って変化したときには前記検出された電動機近傍気圧に基づいて最大電圧を設定し、前記検出された吸気圧が前記内燃機関の始動に伴って変化しないときには前記検出された電動機近傍気圧から補正気圧を減じて得られる圧力に基づいて最大電圧を設定し、
（ｂ）走行に要求される要求駆動力に基づいて前記電動機の駆動指令を設定し、
（ｃ）前記設定された最大電圧の範囲内で前記設定された駆動指令に基づいて前記電動機に供給すべき目標電圧を設定し、
（ｄ）前記設定した目標電圧になるよう前記昇圧手段を制御すると共に前記設定した駆動指令により前記電動機が駆動されて前記要求駆動力に基づく駆動力により走行するよう前記電動機と前記内燃機関とを制御する、
ことを要旨とする。 The hybrid vehicle control method of the present invention includes:
An electric motor that outputs motive power for traveling, an electric motor vicinity pressure detecting means that is arranged in the vicinity of the electric motor and detects an electric pressure in the vicinity of the electric motor that is an electric pressure in the vicinity of the electric motor, an electric storage means that can be charged and discharged, and an electric storage means Boosting means for boosting the power of the engine and supplying it to the electric motor, an internal combustion engine comprising a recirculation device for circulating a part of the exhaust in an intake / exhaust mixing section provided at a subsequent stage of an intake system throttle valve, and the intake / exhaust mixing An intake pressure detecting means for detecting an intake pressure that is a pressure of a part, and a hybrid vehicle control method comprising:
(A) When the internal combustion engine is started for the first time after the system is started, when the detected intake pressure changes with the start of the internal combustion engine, a maximum voltage is set based on the detected atmospheric pressure near the motor; When the detected intake pressure does not change with the start of the internal combustion engine, the maximum voltage is set based on the pressure obtained by subtracting the corrected atmospheric pressure from the detected electric motor vicinity pressure,
(B) setting a drive command for the electric motor based on a required driving force required for traveling;
(C) setting a target voltage to be supplied to the electric motor based on the set drive command within the set maximum voltage range;
(D) controlling the step-up means so as to achieve the set target voltage, and driving the electric motor according to the set drive command so that the electric motor and the internal combustion engine travel with a driving force based on the required driving force. Control,
This is the gist.

この本発明のハイブリッド車の制御方法では、システム起動後に最初に内燃機関を始動したときに、吸排気混合部に取り付けられた吸気圧検出手段により検出された吸気圧が内燃機関の始動に伴って変化したときには、電動機の近傍に配置された電動機近傍気圧検出手段により検出された電動機近傍気圧に基づいて最大電圧を設定すると共に設定した最大電圧の範囲内で走行に要求される要求駆動力に基づいて設定された電動機の駆動指令に基づいて電動機に供給すべき目標電圧を設定し、設定した目標電圧になるよう昇圧手段を制御すると共に駆動指令により電動機が駆動されて要求駆動力に基づく駆動力により走行するよう電動機と内燃機関とを制御する。即ち、システム起動後に最初に内燃機関を始動したときに吸気圧検出手段により検出された吸気圧が内燃機関の始動に伴って変化したときには、吸気圧検出手段も電動機近傍気圧検出手段も凍結していないと判断し、電動機に供給する電圧が電動機近傍気圧検出手段により検出された電動機近傍気圧に応じた電圧となるよう昇圧手段を制御するのである。一方、システム起動後に最初に内燃機関を始動したときに、吸気圧検出手段により検出された吸気圧が内燃機関の始動に伴って変化しないときには、電動機近傍気圧検出手段により検出された電動機近傍気圧から補正気圧を減じて得られる圧力に基づいて最大電圧を設定すると共に設定した最大電圧の範囲内で電動機の駆動指令に基づいて電動機に供給すべき目標電圧を設定し、設定した目標電圧になるよう昇圧手段を制御すると共に駆動指令により電動機が駆動されて要求駆動力に基づく駆動力により走行するよう電動機と内燃機関とを制御する。即ち、システム起動後に最初に内燃機関を始動したときに吸気圧検出手段により検出された吸気圧が内燃機関の始動に伴って変化しないときには、吸気圧検出手段も電動機近傍気圧検出手段も凍結していると判断し、電動機に供給する電圧が電動機近傍気圧検出手段により検出された電動機近傍気圧より補正気圧だけ低い気圧に応じた電圧となるよう昇圧手段を制御するのである。これにより、電動機近傍気圧検出手段も凍結をより適正に判定することができる。また、電動機近傍気圧検出手段は凍結してもその検出値は凍結直前の値を示していると考えられるから、その検出値である電動機近傍気圧から補正気圧だけ低い気圧に応じた電圧が電動機に供給されるよう昇圧手段を制御することにより、必要以上に高地を走行していると仮定して電動機に供給する電力の電圧を制御するものに比して、より適正な電圧の電力を電動機に供給することができる。   In this hybrid vehicle control method of the present invention, when the internal combustion engine is started for the first time after the system is started, the intake pressure detected by the intake pressure detection means attached to the intake / exhaust mixing section is accompanied by the start of the internal combustion engine. When changed, the maximum voltage is set based on the motor vicinity pressure detected by the motor vicinity pressure detection means arranged in the vicinity of the motor, and based on the required driving force required for traveling within the set maximum voltage range The target voltage to be supplied to the motor is set based on the set drive command of the motor, the booster is controlled so as to become the set target voltage, and the motor is driven by the drive command and the driving force based on the required driving force The electric motor and the internal combustion engine are controlled so that the vehicle travels. That is, when the intake pressure detected by the intake pressure detection means when the internal combustion engine is started for the first time after the system is started changes with the start of the internal combustion engine, both the intake pressure detection means and the motor vicinity pressure detection means are frozen. Therefore, the boosting means is controlled so that the voltage supplied to the motor becomes a voltage corresponding to the motor vicinity atmospheric pressure detected by the motor vicinity atmospheric pressure detection means. On the other hand, when the internal combustion engine is started for the first time after the system is started, if the intake pressure detected by the intake pressure detection means does not change with the start of the internal combustion engine, the pressure near the motor detected by the motor vicinity pressure detection means Set the maximum voltage based on the pressure obtained by reducing the corrected atmospheric pressure, and set the target voltage to be supplied to the motor based on the motor drive command within the set maximum voltage range so that the set target voltage is reached. The electric motor and the internal combustion engine are controlled such that the electric motor is driven by the drive command and travels by the driving force based on the required driving force while controlling the boosting means. That is, when the intake pressure detected by the intake pressure detection means when the internal combustion engine is started for the first time after the system is started does not change with the start of the internal combustion engine, both the intake pressure detection means and the motor vicinity pressure detection means are frozen. Therefore, the boosting means is controlled so that the voltage supplied to the motor becomes a voltage corresponding to the atmospheric pressure that is lower than the electric motor vicinity atmospheric pressure detected by the electric motor vicinity atmospheric pressure by the correction atmospheric pressure. Thereby, the electric motor vicinity atmospheric pressure detection means can also determine freezing more appropriately. In addition, even if the motor vicinity pressure detecting means is frozen, the detected value is considered to be the value immediately before freezing, and therefore the voltage corresponding to the detected atmospheric pressure that is lower than the detected motor vicinity pressure by the correction pressure is applied to the motor. By controlling the voltage boosting means so that it is supplied, it is assumed that the motor is running at a higher altitude than necessary. Can be supplied.

なお、別の発明として、吸気系のスロットル弁の後段に設けられた吸排気混合部に排気の一部を環流する環流装置を備える内燃機関と、前記吸排気混合部内の圧力である吸気圧を検出する吸気圧検出手段と、気温を検出する気温検出手段と、前記検出された気温が所定温度未満の状態でシステム起動後に最初に前記内燃機関を始動したときに前記検出された吸気圧が前記内燃機関の始動に伴って変化するか否かに基づいて吸気圧検出手段の凍結を判定する凍結判定手段と、前記凍結判定手段により凍結が判定されたときには、排気が前記吸排気混合部に環流されるよう前記内燃機関を制御する凍結時制御手段と、を備える内燃機関装置を考えることができる。この装置では、吸気圧検出手段が凍結したときに排気が吸排気混合部に環流されるよう内燃機関を制御することにより、吸気圧検出手段の凍結を迅速に解除することができる。こうした装置において、システム起動後に最初に内燃機関を始動したときに内燃機関の始動に伴って吸気圧が変化したときには吸気圧検出手段が凍結していないと判定し、システム起動後に最初に内燃機関を始動したときに内燃機関の始動に伴って吸気圧が変化しないときには吸気圧検出手段が凍結していると判定するものとすることもできる。   As another invention, an internal combustion engine including a recirculation device that circulates a part of exhaust gas in an intake / exhaust gas mixing portion provided at a stage subsequent to an intake system throttle valve, and an intake pressure that is a pressure in the intake / exhaust gas mixing portion is provided. An intake pressure detecting means for detecting, an air temperature detecting means for detecting an air temperature, and the detected intake pressure when the internal combustion engine is started for the first time after starting the system in a state where the detected air temperature is lower than a predetermined temperature. A freezing determination unit that determines whether or not the intake pressure detection unit is frozen based on whether or not the internal combustion engine changes with the start of the internal combustion engine, and when freezing is determined by the freezing determination unit, the exhaust gas is recirculated to the intake and exhaust gas mixing unit. Thus, it is possible to consider an internal combustion engine device that includes a freezing time control means for controlling the internal combustion engine. In this apparatus, by controlling the internal combustion engine so that the exhaust gas is circulated to the intake / exhaust gas mixing section when the intake pressure detecting means is frozen, the freezing of the intake pressure detecting means can be quickly released. In such an apparatus, when the internal combustion engine is started for the first time after the system is started, it is determined that the intake pressure detecting means is not frozen when the intake pressure changes as the internal combustion engine is started. If the intake pressure does not change with the start of the internal combustion engine when the engine is started, it can be determined that the intake pressure detection means is frozen.

次に、本発明を実施するための最良の形態を実施例を用いて説明する。   Next, the best mode for carrying out the present invention will be described using examples.

図１は本発明の一実施例であるハイブリッド自動車２０の構成の概略を示す構成図である。実施例のハイブリッド自動車２０は、図示するように、エンジン２２と、エンジン２２の出力軸としてのクランクシャフト２６にダンパ２８を介して接続された３軸式の動力分配統合機構３０と、動力分配統合機構３０に接続された発電可能なモータＭＧ１と、動力分配統合機構３０に接続された駆動軸としてのリングギヤ軸３２ａに減速ギヤ３５を介して接続されたモータＭＧ２と、直流電流を交流電流に変換してモータＭＧ１，ＭＧ２に供給可能なインバータ４１，４２と、バッテリ５０からの電力をその電圧を変換してインバータ４１，４２に供給可能な昇圧回路５５と、車両全体をコントロールするハイブリッド用電子制御ユニット７０とを備える。   FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30 via a reduction gear 35, and a direct current converted into an alternating current Inverters 41 and 42 that can be supplied to the motors MG1 and MG2, a booster circuit 55 that converts the voltage of the electric power from the battery 50 and can be supplied to the inverters 41 and 42, and an electronic control for hybrid that controls the entire vehicle A unit 70.

エンジン２２は、例えばガソリンまたは軽油などの炭化水素系の燃料により動力を出力可能な内燃機関として構成されており、図２に示すように、エアクリーナ１２２により清浄された空気をスロットルバルブ１２４と吸気管１５９を介して吸入すると共に燃料噴射弁１２６からガソリンを噴射して吸入された空気とガソリンとを混合し、この混合気を吸気バルブ１２８を介して燃料室に吸入し、点火プラグ１３０による電気火花によって爆発燃焼させて、そのエネルギにより押し下げられるピストン１３２の往復運動をクランクシャフト２６の回転運動に変換する。エンジン２２からの排気は、一酸化炭素（ＣＯ）や炭化水素（ＨＣ），窒素酸化物（ＮＯｘ）の有害成分を浄化する浄化装置（三元触媒）１３４を介して外気へ排出される。また、この浄化装置１３４の後段には、排気の一部を吸気管１５９に供給するＥＧＲ管１５２と、吸気管１５９に供給する排気の供給量を調節するＥＧＲバルブ１５４とを備え、ＥＧＲバルブ１５４の開閉により、エンジン２２は、不燃焼ガスとしての排気を吸気管１５９に供給して空気と排気とガソリンの混合気を燃焼室に吸引することができるようになっている。   The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, for example. As shown in FIG. 2, the air purified by the air cleaner 122 is supplied to the throttle valve 124 and the intake pipe. 159 and injecting gasoline from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128, and an electric spark is generated by the spark plug 130. The reciprocating motion of the piston 132 which is caused to explode and burn by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). The purifier 134 is further provided with an EGR pipe 152 that supplies a part of the exhaust to the intake pipe 159 and an EGR valve 154 that adjusts the supply amount of the exhaust supplied to the intake pipe 159. By opening and closing the engine 22, the engine 22 can supply exhaust gas as non-combustion gas to the intake pipe 159 so as to suck a mixture of air, exhaust gas and gasoline into the combustion chamber.

エンジン２２は、エンジン用電子制御ユニット（以下、エンジンＥＣＵという）２４により制御されている。エンジンＥＣＵ２４は、ＣＰＵ２４ａを中心とするマイクロプロセッサとして構成されており、ＣＰＵ２４ａの他に処理プログラムを記憶するＲＯＭ２４ｂと、データを一時的に記憶するＲＡＭ２４ｃと、図示しない入出力ポートおよび通信ポートとを備える。エンジンＥＣＵ２４には、エンジン２２の状態を検出する種々のセンサからの信号、クランクシャフト２６の回転位置を検出するクランクポジションセンサ１４０からのクランクポジションやエンジン２２の冷却水の温度を検出する水温センサ１４２からの冷却水温，燃焼室内に取り付けられた圧力センサ１４３からの筒内圧力，燃焼室へ吸排気を行なう吸気バルブ１２８や排気バルブを開閉するカムシャフトの回転位置を検出するカムポジションセンサ１４４からのカムポジション，スロットルバルブ１２４のポジションを検出するスロットルバルブポジションセンサ１４６からのスロットルポジション，吸気管に取り付けられたエアフローメータ１４８からのエアフローメータ信号，同じく吸気管に取り付けられた温度センサ１４９からの吸気温，空燃比センサ１３５ａからの空燃比，酸素センサ１３５ｂからの酸素信号，吸気管１５９内の圧力を検出する吸気圧センサ１５８からの吸気圧Ｐｉｎ，ＥＧＲ管１５２内のＥＧＲガスの温度を検出する温度センサ１５６からのＥＧＲガス温度などが入力ポートを介して入力されている。また、エンジンＥＣＵ２４からは、エンジン２２を駆動するための種々の制御信号、例えば、燃料噴射弁１２６への駆動信号や、スロットルバルブ１２４のポジションを調節するスロットルモータ１３６への駆動信号、イグナイタと一体化されたイグニッションコイル１３８への制御信号、吸気バルブ１２８の開閉タイミングの変更可能な可変バルブタイミング機構１５０への制御信号，吸気側に供給する排気の供給量を調節するＥＧＲバルブ１５４への駆動信号などが出力ポートを介して出力されている。なお、エンジンＥＣＵ２４は、ハイブリッド用電子制御ユニット７０と通信しており、ハイブリッド用電子制御ユニット７０からの制御信号によりエンジン２２を運転制御すると共に必要に応じてエンジン２２の運転状態に関するデータを出力する。なお、エンジンＥＣＵ２４は、クランクポジションセンサ１４０からのクランクポジションに基づいてクランクシャフト２６の回転数、即ちエンジン２２の回転数Ｎｅも演算している。また、大気圧センサ４６や吸気圧センサ１５８は、大気圧や吸気圧を検出するセンシング部と大気や吸気をセンシング部に導入するポート部とを有する周知の半導体式空気圧センサとして構成されている。   The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cam position sensor 144 that detects the cooling water temperature from the cylinder, the in-cylinder pressure from the pressure sensor 143 attached to the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the rotational position of the camshaft that opens and closes the exhaust valve Cam position, throttle position from a throttle valve position sensor 146 that detects the position of the throttle valve 124, an air flow meter signal from an air flow meter 148 attached to the intake pipe, and a temperature sensor 149 also attached to the intake pipe Detects the intake air temperature, the air-fuel ratio from the air-fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, the intake air pressure Pin that detects the pressure in the intake pipe 159, and the temperature of the EGR gas in the EGR pipe 152 The EGR gas temperature or the like from the temperature sensor 156 is input through the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. Control signal to the ignition coil 138, the control signal to the variable valve timing mechanism 150 capable of changing the opening / closing timing of the intake valve 128, and the drive signal to the EGR valve 154 for adjusting the supply amount of exhaust gas supplied to the intake side Etc. are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. . The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140. The atmospheric pressure sensor 46 and the intake pressure sensor 158 are configured as well-known semiconductor air pressure sensors having a sensing unit that detects atmospheric pressure and intake pressure and a port unit that introduces air and intake air into the sensing unit.

動力分配統合機構３０は、外歯歯車のサンギヤ３１と、このサンギヤ３１と同心円上に配置された内歯歯車のリングギヤ３２と、サンギヤ３１に噛合すると共にリングギヤ３２に噛合する複数のピニオンギヤ３３と、複数のピニオンギヤ３３を自転かつ公転自在に保持するキャリア３４とを備え、サンギヤ３１とリングギヤ３２とキャリア３４とを回転要素として差動作用を行なう遊星歯車機構として構成されている。動力分配統合機構３０は、キャリア３４にはエンジン２２のクランクシャフト２６が、サンギヤ３１にはモータＭＧ１が、リングギヤ３２にはリングギヤ軸３２ａを介して減速ギヤ３５がそれぞれ連結されており、モータＭＧ１が発電機として機能するときにはキャリア３４から入力されるエンジン２２からの動力をサンギヤ３１側とリングギヤ３２側にそのギヤ比に応じて分配し、モータＭＧ１が電動機として機能するときにはキャリア３４から入力されるエンジン２２からの動力とサンギヤ３１から入力されるモータＭＧ１からの動力を統合してリングギヤ３２側に出力する。リングギヤ３２に出力された動力は、リングギヤ軸３２ａからギヤ機構６０およびデファレンシャルギヤ６２を介して、最終的には車両の駆動輪６３ａ，６３ｂに出力される。   The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

モータＭＧ１およびモータＭＧ２は、いずれも外表面に永久磁石が貼り付けられたロータと三相コイルが巻回されたステータとを備える周知の同期発電電動機として構成されている。インバータ４１，４２は、図３のモータＭＧ１，ＭＧ２を含む電機駆動系の構成図に示すように、６つのトランジスタＴ１１〜Ｔ１６，Ｔ２１〜２６と、トランジスタＴ１１〜Ｔ１６，Ｔ２１〜Ｔ２６に逆方向に並列接続された６つのダイオードＤ１１〜Ｄ１６，Ｄ２１〜Ｄ２６と、により構成されている。トランジスタＴ１１〜Ｔ１６，Ｔ２１〜Ｔ
２６は、それぞれインバータ４１，４２が電力ライン５４として共用する正極母線５４ａと負極母線５４ｂとに対してソース側とシンク側になるよう２個ずつペアで配置されており、対となるトランジスタ同士の接続点の各々にモータＭＧ１，ＭＧ２の三相コイル（Ｕ相，Ｖ相，Ｗ相）の各々が接続されている。したがって、正極母線５４ａと負極母線５４ｂとの間に電圧が作用している状態で対をなすトランジスタＴ１１〜Ｔ１６，Ｔ２１〜Ｔ２６のオン時間の割合を制御することにより三相コイルに回転磁界を形成でき、モータＭＧ１，ＭＧ２を回転駆動することができる。インバータ４１，４２は、正極母線５４ａと負極母線５４ｂとを共用しているから、モータＭＧ１，ＭＧ２のいずれかで発電される電力を他のモータに供給することができる。正極母線５４ａと負極母線５４ｂとには平滑用のコンデンサ５７が接続されている。モータＭＧ１，ＭＧ２は、いずれもモータ用電子制御ユニット（以下、モータＥＣＵという）４０により駆動制御されている。モータＥＣＵ４０には、モータＭＧ１，ＭＧ２を駆動制御するために必要な信号、例えばモータＭＧ１，ＭＧ２の回転子の回転位置を検出する回転位置検出センサ４３，４４からの信号や図示しない電流センサにより検出されるモータＭＧ１，ＭＧ２に印加される相電流，モータＭＧ２の近傍に取り付けられてモータＭＧ２近傍の気圧を検出する大気圧センサ４６からの大気圧Ｐａなどが入力されており、モータＥＣＵ４０からは、インバータ４１，４２へのスイッチング制御信号が出力されている。モータＥＣＵ４０は、ハイブリッド用電子制御ユニット７０と通信しており、ハイブリッド用電子制御ユニット７０からの制御信号によってモータＭＧ１，ＭＧ２を駆動制御すると共に必要に応じてモータＭＧ１，ＭＧ２の運転状態に関するデータをハイブリッド用電子制御ユニット７０に出力する。なお、モータＥＣＵ４０は、回転位置検出センサ４３，４４からの信号に基づいてモータＭＧ１，ＭＧ２の回転数Ｎｍ１，Ｎｍ２も演算している。 Each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor including a rotor having a permanent magnet attached to the outer surface and a stator around which a three-phase coil is wound. As shown in the block diagram of the electric drive system including the motors MG1 and MG2 in FIG. 3, the inverters 41 and 42 are in reverse directions to the six transistors T11 to T16 and T21 to 26 and the transistors T11 to T16 and T21 to T26. 6 diodes D11 to D16, D21 to D26 connected in parallel. Transistors T11-T16, T21-T
26 are arranged in pairs so that each of the inverters 41 and 42 serves as a power line 54 and serves as a source side and a sink side with respect to the positive electrode bus 54a and the negative electrode bus 54b. Each of the three-phase coils (U-phase, V-phase, W-phase) of motors MG1, MG2 is connected to each connection point. Therefore, a rotating magnetic field is formed in the three-phase coil by controlling the ratio of the on-time of the transistors T11 to T16 and T21 to T26 that make a pair while a voltage is acting between the positive electrode bus 54a and the negative electrode bus 54b. The motors MG1, MG2 can be driven to rotate. Since the inverters 41 and 42 share the positive bus 54a and the negative bus 54b, the electric power generated by either the motor MG1 or MG2 can be supplied to another motor. A smoothing capacitor 57 is connected to the positive bus 54a and the negative bus 54b. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 and the atmospheric pressure Pa from the atmospheric pressure sensor 46 which is attached in the vicinity of the motor MG2 and detects the atmospheric pressure in the vicinity of the motor MG2 are input. A switching control signal to the inverters 41 and 42 is output. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

昇圧回路５５は、図３に示すように、２つのトランジスタＴ３１，Ｔ３２とトランジスタＴ３１，Ｔ３２に逆方向に並列接続された２つのダイオードＤ３１，Ｄ３２とリアクトルＬとからなる昇圧コンバータとして構成されている。２つのトランジスタＴ３１，Ｔ３２は、それぞれインバータ４１，４２の正極母線５４ａと負極母線５４ｂとに接続されており、その接続点にリアクトルＬが接続されている。また、リアクトルＬと負極母線５４ｂとにはそれぞれバッテリ５０の正極端子と負極端子とが接続されている。したがって、トランジスタＴ３１，Ｔ３２をオンオフ制御することによりバッテリ５０の直流電力をその電圧を昇圧してインバータ４１，４２に供給したり正極母線５４ａと負極母線５４ｂとに作用している直流電圧を降圧してバッテリ５０を充電したりすることができる。リアクトルＬと負極母線５４ｂとには平滑用のコンデンサ５８が接続されている。以下、昇圧回路５５より電力ライン５４側を高電圧系といい、昇圧回路５５よりバッテリ５０側を低電圧系という。   As shown in FIG. 3, the booster circuit 55 is configured as a boost converter including two transistors T31 and T32, two diodes D31 and D32 connected in parallel in the opposite direction to the transistors T31 and T32, and a reactor L. . The two transistors T31 and T32 are connected to the positive bus 54a and the negative bus 54b of the inverters 41 and 42, respectively, and the reactor L is connected to the connection point. Further, a positive terminal and a negative terminal of battery 50 are connected to reactor L and negative bus 54b, respectively. Therefore, by turning on / off the transistors T31 and T32, the voltage of the DC power of the battery 50 is boosted and supplied to the inverters 41 and 42, or the DC voltage acting on the positive bus 54a and the negative bus 54b is lowered. The battery 50 can be charged. A smoothing capacitor 58 is connected to the reactor L and the negative electrode bus 54b. Hereinafter, the power line 54 side of the booster circuit 55 is referred to as a high voltage system, and the battery 50 side of the booster circuit 55 is referred to as a low voltage system.

バッテリ５０は、バッテリ用電子制御ユニット（以下、バッテリＥＣＵという）５２によって管理されている。バッテリＥＣＵ５２には、バッテリ５０を管理するのに必要な信号、例えば、バッテリ５０の端子間に設置された図示しない電圧センサからの端子間電圧，バッテリ５０の出力端子に接続された電力ライン５４に取り付けられた図示しない電流センサからの充放電電流，バッテリ５０に取り付けられた温度センサ５１からの電池温度Ｔｂなどが入力されており、必要に応じてバッテリ５０の状態に関するデータを通信によりハイブリッド用電子制御ユニット７０に出力する。また、バッテリＥＣＵ５２は、バッテリ５０を管理するために電流センサにより検出された充放電電流の積算値に基づいて残容量（ＳＯＣ）を演算したり、演算した残容量（ＳＯＣ）と電池温度Ｔｂとに基づいてバッテリ５０を充放電してもよい最大許容電力である入出力制限Ｗｉｎ，Ｗｏｕｔを演算している。   The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above.

ハイブリッド用電子制御ユニット７０は、ＣＰＵ７２を中心とするマイクロプロセッサとして構成されており、ＣＰＵ７２の他に処理プログラムを記憶するＲＯＭ７４と、データを一時的に記憶するＲＡＭ７６と、図示しない入出力ポートおよび通信ポートとを備える。ハイブリッド用電子制御ユニット７０には、コンデンサ５７の端子間に取り付けられた電圧センサ５７ａからの高電圧系の電圧ＶＨやコンデンサ５８の端子間に取り付けられた電圧センサ５８ａからの低電圧系の電圧ＶＬ，イグニッションスイッチ８０からのイグニッション信号，シフトレバー８１の操作位置を検出するシフトポジションセンサ８２からのシフトポジションＳＰ，アクセルペダル８３の踏み込み量を検出するアクセルペダルポジションセンサ８４からのアクセル開度Ａｃｃ，ブレーキペダル８５の踏み込み量を検出するブレーキペダルポジションセンサ８６からのブレーキペダルポジションＢＰ，車速センサ８８からの車速Ｖなどが入力ポートを介して入力されている。また、ハイブリッド用電子制御ユニット７０からは、昇圧回路５５のスイッチング素子へのスイッチング制御信号などが出力ポートを介して出力されている。ハイブリッド用電子制御ユニット７０は、前述したように、エンジンＥＣＵ２４やモータＥＣＵ４０，バッテリＥＣＵ５２と通信ポートを介して接続されており、エンジンＥＣＵ２４やモータＥＣＵ４０，バッテリＥＣＵ５２と各種制御信号やデータのやりとりを行なっている。   The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes a high voltage system voltage VH from a voltage sensor 57 a attached between terminals of the capacitor 57 and a low voltage system voltage VL from a voltage sensor 58 a attached between terminals of the capacitor 58. , The ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, the accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake The brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The hybrid electronic control unit 70 outputs a switching control signal to the switching element of the booster circuit 55 through the output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

こうして構成された実施例のハイブリッド自動車２０は、運転者によるアクセルペダル８３の踏み込み量に対応するアクセル開度Ａｃｃと車速Ｖとに基づいて駆動軸としてのリングギヤ軸３２ａに出力すべき要求トルクを計算し、この要求トルクに対応する要求動力がリングギヤ軸３２ａに出力されるように、エンジン２２とモータＭＧ１とモータＭＧ２とが運転制御される。エンジン２２とモータＭＧ１とモータＭＧ２の運転制御としては、要求動力に見合う動力がエンジン２２から出力されるようにエンジン２２を運転制御すると共にエンジン２２から出力される動力のすべてが動力分配統合機構３０とモータＭＧ１とモータＭＧ２とによってトルク変換されてリングギヤ軸３２ａに出力されるようモータＭＧ１およびモータＭＧ２を駆動制御するトルク変換運転モードや要求動力とバッテリ５０の充放電に必要な電力との和に見合う動力がエンジン２２から出力されるようにエンジン２２を運転制御すると共にバッテリ５０の充放電を伴ってエンジン２２から出力される動力の全部またはその一部が動力分配統合機構３０とモータＭＧ１とモータＭＧ２とによるトルク変換を伴って要求動力がリングギヤ軸３２ａに出力されるようモータＭＧ１およびモータＭＧ２を駆動制御する充放電運転モード、エンジン２２の運転を停止してモータＭＧ２からの要求動力に見合う動力をリングギヤ軸３２ａに出力するよう運転制御するモータ運転モードなどがある。また、こうして構成された実施例のハイブリッド自動車２０では、モータ運転モードで走行中にエンジン２２に要求されるパワーが所定値を超えたときや空調機からのエンジン運転要求があったときなどエンジン２２を運転すべきと判断するときにはエンジン２２を始動すると共にトルク変換運転モードや充放電運転モードに移行して走行する。   The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. Further, in the hybrid vehicle 20 of the embodiment configured as described above, the engine 22 may be used when the power required for the engine 22 exceeds a predetermined value during traveling in the motor operation mode or when there is a request for engine operation from the air conditioner. When it is determined that the engine should be operated, the engine 22 is started and the vehicle is moved to the torque conversion operation mode or the charge / discharge operation mode.

次に、こうして構成された実施例のハイブリッド自動車２０の動作、特に吸気圧センサ１５８の凍結を判断したときに高電圧系の電圧ＶＨを制限して走行する際の動作について説明する。図４はハイブリッド用電子制御ユニット７０により実行される駆動制御ルーチンの一例を示すフローチャートである。このルーチンは、所定時間毎（例えば数ｍｓｅｃ毎）に繰り返し実行される。   Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when traveling while limiting the high-voltage system voltage VH when it is determined that the intake pressure sensor 158 is frozen will be described. FIG. 4 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

駆動制御ルーチンが実行されると、ハイブリッド用電子制御ユニット７０のＣＰＵ７２は、まず、アクセルペダルポジションセンサ８４からのアクセル開度Ａｃｃや車速センサ８８からの車速Ｖ，モータＭＧ１，ＭＧ２の回転数Ｎｍ１，Ｎｍ２，バッテリ５０の入出力制限Ｗｉｎ，Ｗｏｕｔ，高電圧系の最大電圧ＶＨｍａｘなど制御に必要なデータを入力する処理を実行する（ステップＳ１００）。ここで、モータＭＧ１，ＭＧ２の回転数Ｎｍ１，Ｎｍ２は、回転位置検出センサ４３，４４により検出されたモータＭＧ１，ＭＧ２の回転子の回転位置に基づいて演算されたものをモータＥＣＵ４０から通信により入力するものとした。また、バッテリ５０の入出力制限Ｗｉｎ，Ｗｏｕｔは、バッテリ５０の電池温度Ｔｂとバッテリ５０の残容量（ＳＯＣ）とに基づいて設定されたものをバッテリＥＣＵ５２から通信により入力するものとした。さらに、最大電圧ＶＨｍａｘは、最大電圧設定ルーチンにより設定されたものを用いるものとした。最大電圧ＶＨｍａｘの設定については後述する。   When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control such as Nm2, input / output limits Win and Wout of the battery 50, and the maximum voltage VHmax of the high voltage system is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication. Further, the maximum voltage VHmax set by the maximum voltage setting routine is used. Setting of the maximum voltage VHmax will be described later.

こうしてデータを入力すると、入力したアクセル開度Ａｃｃと車速Ｖとに基づいて車両に要求されるトルクとして駆動輪６３ａ，６３ｂに連結された駆動軸としてのリングギヤ軸３２ａに出力すべき要求トルクＴｒ＊とエンジン２２に要求される要求パワーＰｅ＊とを設定する（ステップＳ１１０）。要求トルクＴｒ＊は、実施例では、アクセル開度Ａｃｃと車速Ｖと要求トルクＴｒ＊との関係を予め定めて要求トルク設定用マップとしてＲＯＭ７４に記憶しておき、アクセル開度Ａｃｃと車速Ｖとが与えられると記憶したマップから対応する要求トルクＴｒ＊を導出して設定するものとした。図５に要求トルク設定用マップの一例を示す。要求パワーＰｅ＊は、設定した要求トルクＴｒ＊にリングギヤ軸３２ａの回転数Ｎｒを乗じたものとバッテリ５０が要求する充放電要求パワーＰｂ＊とロスＬｏｓｓとの和として計算することができる。なお、リングギヤ軸３２ａの回転数Ｎｒは、車速Ｖに換算係数ｋを乗じること（Ｎｒ＝ｋ・Ｖ）によって求めたり、モータＭＧ２の回転数Ｎｍ２を減速ギヤ３５のギヤ比Ｇｒで割ること（Ｎｒ＝Ｎｍ２／Ｇｒ）によって求めることができる。   When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

続いて、設定した要求パワーＰｅ＊に基づいてエンジン２２を運転すべき運転ポイントとしての目標回転数Ｎｅ＊と目標トルクＴｅ＊とを設定する（ステップＳ１２０）。この設定は、エンジン２２を効率よく動作させる動作ラインと要求パワーＰｅ＊とに基づいて行なわれる。エンジン２２の動作ラインの一例と目標回転数Ｎｅ＊と目標トルクＴｅ＊とを設定する様子を図６に示す。図示するように、目標回転数Ｎｅ＊と目標トルクＴｅ＊は、動作ラインと要求パワーＰｅ＊（Ｎｅ＊×Ｔｅ＊）が一定の曲線との交点により求めることができる。   Subsequently, a target rotational speed Ne * and a target torque Te * are set as operating points at which the engine 22 should be operated based on the set required power Pe * (step S120). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

次に、設定した目標回転数Ｎｅ＊とリングギヤ軸３２ａの回転数Ｎｒ（Ｎｍ２／Ｇｒ）と動力分配統合機構３０のギヤ比ρとを用いて次式（１）によりモータＭＧ１の目標回転数Ｎｍ１＊を計算すると共に計算した目標回転数Ｎｍ１＊と現在の回転数Ｎｍ１とに基づいて式（２）によりモータＭＧ１のトルク指令Ｔｍ１＊を計算する（ステップＳ１３０）。ここで、式（１）は、動力分配統合機構３０の回転要素に対する力学的な関係式である。エンジン２２からパワーを出力している状態で走行しているときの動力分配統合機構３０の回転要素における回転数とトルクとの力学的な関係を示す共線図を図７に示す。図中、左のＳ軸はモータＭＧ１の回転数Ｎｍ１であるサンギヤ３１の回転数を示し、Ｃ軸はエンジン２２の回転数Ｎｅであるキャリア３４の回転数を示し、Ｒ軸はモータＭＧ２の回転数Ｎｍ２を減速ギヤ３５のギヤ比Ｇｒで除したリングギヤ３２の回転数Ｎｒを示す。式（１）は、この共線図を用いれば容易に導くことができる。なお、Ｒ軸上の２つの太線矢印は、モータＭＧ１から出力されたトルクＴｍ１がリングギヤ軸３２ａに作用するトルクと、モータＭＧ２から出力されるトルクＴｍ２が減速ギヤ３５を介してリングギヤ軸３２ａに作用するトルクとを示す。また、式（２）は、モータＭＧ１を目標回転数Ｎｍ１＊で回転させるためのフィードバック制御における関係式であり、式（２）中、右辺第２項の「ｋ１」は比例項のゲインであり、右辺第３項の「ｋ２」は積分項のゲインである。   Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S130). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1*=Ne*・(1+ρ)/ρ-Nm2/(Gr・ρ) …(1)
Tm1*=前回Tm1*+k1(Nm1*-Nm1)+k2∫(Nm1*-Nm1)dt …(2) Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ)… (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt… (2)

こうしてモータＭＧ１の目標回転数Ｎｍ１＊とトルク指令Ｔｍ１＊とを計算すると、バッテリ５０の入出力制限Ｗｉｎ，Ｗｏｕｔと計算したモータＭＧ１のトルク指令Ｔｍ１＊に現在のモータＭＧ１の回転数Ｎｍ１を乗じて得られるモータＭＧ１の消費電力（発電電力）との偏差をモータＭＧ２の回転数Ｎｍ２で割ることによりモータＭＧ２から出力してもよいトルクの上下限としてのトルク制限Ｔｍ２ｍｉｎ，Ｔｍ２ｍａｘを次式（３）および式（４）により計算すると共に（ステップＳ１４０）、要求トルクＴｒ＊とトルク指令Ｔｍ１＊と動力分配統合機構３０のギヤ比ρを用いてモータＭＧ２から出力すべきトルクとしての仮モータトルクＴｍ２ｔｍｐを式（５）により計算し（ステップＳ１５０）、計算したトルク制限Ｔｍ２ｍｉｎ，Ｔｍ２ｍａｘで仮モータトルクＴｍ２ｔｍｐを制限してモータＭＧ２のトルク指令Ｔｍ２＊を設定する（ステップＳ１６０）。なお、式（５）は、前述した図８の共線図から容易に導き出すことができる。   When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tm2min and Tm2max as upper and lower limits of torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 are expressed by the following equation (3). Further, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S140). Calculated by equation (5) (step S150) and calculated torque limit Tm2min It limits the tentative motor torque Tm2tmp to the torque command Tm2 * of the motor MG2 at Tm2max (step S160). Equation (5) can be easily derived from the collinear diagram of FIG. 8 described above.

Tm2min=(Win-Tm1*・Nm1)/Nm2 …(3)
Tm2max=(Wout-Tm1*・Nm1)/Nm2 …(4)
Tm2tmp=(Tr*+Tm1*/ρ)/Gr …(5) Tm2min = (Win-Tm1 * ・ Nm1) / Nm2… (3)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2… (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

次に、設定したモータＭＧ２のトルク指令Ｔｍ２＊及び回転数Ｎｍ２に基づいてモータＭＧ１，ＭＧ２を駆動する高電圧系の電圧ＶＨの仮の目標値としての仮目標電圧ＶＨｔｍｐを設定し（ステップＳ１７０）、設定した仮目標電圧ＶＨｔｍｐをステップＳ１００の処理で入力した最大電圧ＶＨｍａｘで制限して制御用電圧ＶＨ＊を設定する（ステップＳ１８０）。ここで仮目標電圧ＶＨｔｍｐは、実施例では、設定したモータＭＧ２のトルク指令Ｔｍ２＊及び回転数Ｎｍ２と仮目標電圧ＶＨｔｍｐとの関係を予め定めた図示しない仮目標電圧設定マップから仮目標電圧ＶＨｔｍｐを導出して設定したものを用いるものとした。   Next, a temporary target voltage VHtmp is set as a temporary target value of the high-voltage system voltage VH that drives the motors MG1 and MG2 based on the set torque command Tm2 * and the rotational speed Nm2 (step S170). Then, the set temporary target voltage VHtmp is limited by the maximum voltage VHmax input in the process of step S100, and the control voltage VH * is set (step S180). In this embodiment, the temporary target voltage VHtmp is calculated from a temporary target voltage setting map (not shown) in which the relationship between the set torque command Tm2 * of the motor MG2 and the rotational speed Nm2 and the temporary target voltage VHtmp is determined in advance. The one derived and set was used.

ここで、最大電圧ＶＨｍａｘを設定する処理を図８に例示する最大電圧設定ルーチンを用いて説明する。図８の最大電圧設定ルーチンは、ハイブリッド用電子制御ユニット７０により実行され、ハイブリッド自動車２０のシステム起動後に最初のエンジン２２の始動が完了したときに開始し、所定時間毎（例えば数ｍｓｅｃ毎）に繰り返し実行される。   Here, the process of setting the maximum voltage VHmax will be described using a maximum voltage setting routine illustrated in FIG. The maximum voltage setting routine of FIG. 8 is executed by the hybrid electronic control unit 70, and is started when the first engine 22 is started after the hybrid vehicle 20 is started, and every predetermined time (for example, every several msec). Repeatedly executed.

最大電圧設定ルーチンが実行されると、ハイブリッド用電子制御ユニット７０のＣＰＵ７２は、まず、大気圧センサ４６からの大気圧Ｐａ，吸気圧センサ１５８からの吸気圧Ｐｉｎなど高電圧系の最大電圧ＶＨｍａｘを設定するために必要なデータを入力する処理を実行する（ステップＳ３００）。ここで、大気圧Ｐａは、大気圧センサ４６により検出されたものをモータＥＣＵ４０から通信により入力するものとした。また、吸気圧Ｐｉｎは、吸気圧センサ１５８により検出されたものをエンジンＥＣＵ２４から通信により入力するものとした。   When the maximum voltage setting routine is executed, the CPU 72 of the hybrid electronic control unit 70 first sets the maximum voltage VHmax of the high voltage system such as the atmospheric pressure Pa from the atmospheric pressure sensor 46 and the intake pressure Pin from the intake pressure sensor 158. A process of inputting data necessary for setting is executed (step S300). Here, the atmospheric pressure Pa is detected by the atmospheric pressure sensor 46 and input from the motor ECU 40 by communication. The intake pressure Pin detected by the intake pressure sensor 158 is input from the engine ECU 24 by communication.

こうしてデータを入力すると、最大電圧設定ルーチンが初めて実行されるとき（ステップＳ３１０）、即ち、ハイブリッド自動車２０のシステム起動後最初のエンジン２２の始動が完了して初めて最大電圧設定ルーチンが実行されたときには、入力した吸気圧Ｐｉｎが変動したか否かを判定する(ステップＳ３２０)。ここで吸気圧Ｐｉｎの変動を調べるのは、吸気圧センサ１５８の凍結を調べるためである。吸気圧Ｐｉｎが変動したか否かの判定は、実施例では、ハイブリッド自動車２０のシステム起動時の吸気圧Ｐｉｎをハイブリッド用電子制御ユニット７０のＲＡＭ７６に記憶しておき、記憶した吸気圧Ｐｉｎと今回入力した吸気圧Ｐｉｎとを比較することにより行ない、記憶した吸気圧Ｐｉｎと入力した吸気圧Ｐｉｎとが一致したときには吸気圧Ｐｉｎは変動していないと判定し、記憶した吸気圧Ｐｉｎと入力した吸気圧Ｐｉｎとが一致しないときには吸気圧Ｐｉｎは変動したと判定するものとした。次に、こうして判定した吸気圧Ｐｉｎの変動により吸気圧センサ１５８の凍結を調べることができる理由について説明する。エンジン２２が始動されたときには吸気管１５９は負圧になるため、吸気圧センサ１５８が凍結していないときには検出される吸気圧Ｐｉｎは低下する。しかし、吸気圧センサ１５８が凍結すると、吸気圧センサ１５８のポート部が凍結により塞がることにより検出される吸気圧Ｐｉｎは変動しない。こうしたことから、吸気圧Ｐｉｎの変動を調べることにより吸気圧センサ１５８の凍結を判定することができる。そして、吸気圧センサ１５８が凍結していると判定したときには、同じ構造である大気圧センサ４６も同様に凍結していると判定するものとした。このように、ハイブリッド自動車２０のシステム起動後最初にエンジン２２を始動したときの吸気圧Ｐｉｎの変動を調べることにより吸気圧センサ１５８の凍結を判定できる。また、吸気圧センサ１５８の凍結に基づいて大気圧センサ４６の凍結も判定できる。   When the data is input in this way, the maximum voltage setting routine is executed for the first time (step S310), that is, the maximum voltage setting routine is executed for the first time after the start of the first engine 22 after the system startup of the hybrid vehicle 20 is completed. Then, it is determined whether or not the input intake pressure Pin has changed (step S320). Here, the change in the intake pressure Pin is examined in order to examine the freezing of the intake pressure sensor 158. In the embodiment, whether or not the intake pressure Pin has changed is determined by storing the intake pressure Pin at the time of system startup of the hybrid vehicle 20 in the RAM 76 of the hybrid electronic control unit 70, and the stored intake pressure Pin and this time. This is performed by comparing the input intake pressure Pin. When the stored intake pressure Pin and the input intake pressure Pin coincide with each other, it is determined that the intake pressure Pin has not fluctuated, and the stored intake pressure Pin is input. When the atmospheric pressure Pin does not match, it is determined that the intake pressure Pin has changed. Next, the reason why the intake pressure sensor 158 can be examined for freezing based on the variation of the intake pressure Pin thus determined will be described. Since the intake pipe 159 has a negative pressure when the engine 22 is started, the detected intake pressure Pin decreases when the intake pressure sensor 158 is not frozen. However, when the intake pressure sensor 158 is frozen, the intake pressure Pin detected by the port portion of the intake pressure sensor 158 being blocked by freezing does not change. For this reason, it is possible to determine whether or not the intake pressure sensor 158 is frozen by examining fluctuations in the intake pressure Pin. When it is determined that the intake pressure sensor 158 is frozen, it is determined that the atmospheric pressure sensor 46 having the same structure is also frozen. In this way, it is possible to determine whether the intake pressure sensor 158 is frozen or not by examining the change in the intake pressure Pin when the engine 22 is first started after the system startup of the hybrid vehicle 20. Further, the freezing of the atmospheric pressure sensor 46 can also be determined based on the freezing of the intake pressure sensor 158.

こうして吸気圧Ｐｉｎの変動を調べ、吸気圧Ｐｉｎが変動したときには、吸気圧センサ１５８が凍結していないと判定して凍結判定フラグＦ１に値１を設定し（ステップＳ３３０）、モータＭＧ２近傍の気圧の推定値としての推定気圧Ｐａｅｓｔに大気圧Ｐａの値を設定する（ステップＳ３４０）。ステップＳ３３０の処理で、凍結判定フラグＦ１は、初期値として値０を設定するものとした。また、ステップＳ３４０の処理で、推定気圧Ｐａｅｓｔは、最大電圧ＶＨｍａｘを設定する際に用いるモータＭＧ２近傍の気圧の推定値として設定される気圧値であり、大気圧センサ４６が凍結していないときには入力した大気圧ＰａがモータＭＧ２近傍の気圧を示しているから推定気圧Ｐａｅｓｔには入力した大気圧Ｐａを設定するものとした。   Thus, the fluctuation of the intake pressure Pin is examined. When the intake pressure Pin fluctuates, it is determined that the intake pressure sensor 158 is not frozen, the value 1 is set in the freezing determination flag F1 (step S330), and the atmospheric pressure near the motor MG2 is set. The value of the atmospheric pressure Pa is set to the estimated atmospheric pressure Paest as the estimated value (step S340). In the process of step S330, the freeze determination flag F1 is set to a value 0 as an initial value. In the process of step S340, the estimated atmospheric pressure Paest is an atmospheric pressure value set as an estimated value of the atmospheric pressure in the vicinity of the motor MG2 used when setting the maximum voltage VHmax, and is input when the atmospheric pressure sensor 46 is not frozen. Since the atmospheric pressure Pa indicates the atmospheric pressure in the vicinity of the motor MG2, the input atmospheric pressure Pa is set as the estimated atmospheric pressure Paest.

こうして推定気圧Ｐａｅｓｔを設定すると、設定した推定気圧Ｐａｅｓｔに基づいて最大電圧ＶＨｍａｘを設定して（ステップＳ４２０）、最大電圧設定ルーチンを終了する。ここで最大電圧ＶＨｍａｘは、実施例では、推定気圧Ｐａｅｓｔと最大電圧ＶＨｍａｘとの関係を予め定めて最大電圧設定用マップとしてハイブリッド用電子制御ユニット７０のＲＯＭ７４に記憶しておき、推定気圧Ｐａｅｓｔが与えられると記憶したマップから対応する最大電圧ＶＨｍａｘを導出して設定するものとした。図９に最大電圧設定用マップの一例を示す。実施例の最大電圧設定用マップでは、図示するように、推定気圧Ｐａｅｓｔが所定の気圧Ｐａ１以下のときには所定の電圧ＶＨ１（例えば、３００Ｖ）が最大電圧ＶＨｍａｘとして設定され、推定気圧Ｐａｅｓｔが所定の気圧Ｐａ２以上のときには所定の電圧ＶＨ２（例えば、６００Ｖ）が最大電圧ＶＨｍａｘとして設定され、推定気圧Ｐａｅｓｔが気圧Ｐａ１以上で気圧Ｐａ２未満では電圧ＶＨ１から電圧ＶＨ２に向けてリニアに大きくなる電圧が最大電圧ＶＨｍａｘとして設定されるものとした。ここで、最大電圧ＶＨｍａｘを推定気圧Ｐａｅｓｔが小さいほど小さくなる傾向に設定するのは、気圧が低いほどモータＭＧ１，ＭＧ２の絶縁体の部分放電による絶縁性能の劣化を抑制するために高電圧系の電圧ＶＨを低く抑える必要があるからである。このようにハイブリッド自動車２０のシステム起動後に最初にエンジン２２を始動したときに吸気圧センサ１５８が凍結していないと判定したときには、現在のモータＭＧ２近傍の気圧が入力した大気圧Ｐａに等しいとして最大電圧ＶＨｍａｘを設定することができる。   When the estimated atmospheric pressure Paest is thus set, the maximum voltage VHmax is set based on the set estimated atmospheric pressure Paest (step S420), and the maximum voltage setting routine is terminated. In this embodiment, the maximum voltage VHmax is stored in the ROM 74 of the hybrid electronic control unit 70 as a maximum voltage setting map by predetermining the relationship between the estimated atmospheric pressure Paest and the maximum voltage VHmax. Then, the corresponding maximum voltage VHmax is derived and set from the stored map. FIG. 9 shows an example of the maximum voltage setting map. In the maximum voltage setting map of the embodiment, as shown in the figure, when the estimated atmospheric pressure Paest is equal to or lower than the predetermined atmospheric pressure Pa1, the predetermined voltage VH1 (for example, 300V) is set as the maximum voltage VHmax, and the estimated atmospheric pressure Paest is the predetermined atmospheric pressure. A predetermined voltage VH2 (for example, 600V) is set as the maximum voltage VHmax when the pressure is Pa2 or higher, and a voltage that increases linearly from the voltage VH1 toward the voltage VH2 when the estimated atmospheric pressure Paest is equal to or higher than the atmospheric pressure Pa1 and lower than the atmospheric pressure Pa2. Was supposed to be set as Here, the maximum voltage VHmax is set so as to decrease as the estimated atmospheric pressure Paest decreases. The lower the atmospheric pressure, the higher the voltage of the high voltage system in order to suppress the deterioration of the insulation performance due to partial discharge of the insulators of the motors MG1 and MG2. This is because the voltage VH needs to be kept low. As described above, when it is determined that the intake pressure sensor 158 is not frozen when the engine 22 is started for the first time after the system of the hybrid vehicle 20 is started, it is assumed that the current atmospheric pressure in the vicinity of the motor MG2 is equal to the input atmospheric pressure Pa. The voltage VHmax can be set.

ステップ３２０の処理で吸気圧Ｐｉｎの変動を調べ、吸気圧Ｐｉｎが変動しないときには、吸気圧センサ１５８が凍結していると判定して、入力した大気圧Ｐａに基づいて補正気圧Ｐａαを設定し（ステップＳ３５０）、大気圧Ｐａから設定した補正気圧Ｐａαを減ずることにより推定気圧Ｐａｅｓｔを設定する（ステップＳ４１０）。ステップＳ３５０の処理で、推定気圧Ｐａｅｓｔを設定する際に用いる補正気圧Ｐａαは、実施例では、大気圧Ｐａと補正気圧Ｐａαとの関係を予め定めて補正気圧設定用マップとしてハイブリッド用電子制御ユニット７０のＲＯＭ７４に記憶しておき、大気圧Ｐａが与えられると記憶したマップから対応する補正気圧Ｐａαを導出して設定するものとした。図１０に補正気圧設定用マップの一例を示す。図示するように、補正気圧Ｐａαは入力した大気圧Ｐａが小さいほど大きくなるように設定すると共に補正気圧Ｐａαの下限値が所定気圧Ｐａα１（例えば、０．０５気圧）となるように設定するものとした。従って、推定気圧Ｐａｅｓｔは、大気圧センサ４６から入力した大気圧Ｐａより少なくとも所定気圧Ｐａα１分小さい値となると共に大気圧Ｐａが小さいほどより小さい値となる。図１０に示すように大気圧Ｐａが小さいほど補正気圧Ｐａαが大きくなるように設定するのは、推定気圧Ｐａｅｓｔが実際の気圧よりも大きくなることを抑制するためであり、大気圧Ｐａが低いほど推定気圧Ｐａｅｓｔを小さくすることでより安全に最大電圧ＶＨｍａｘを設定しようとするからである。そして、ステップＳ３５０，Ｓ４１０の処理で、大気圧センサ４６が凍結して正確な気圧を検出できないにもかかわらず大気圧センサ４６から入力した大気圧Ｐａを用いて補正気圧Ｐａαや推定気圧Ｐａｅｓｔを設定するのは、大気圧センサ４６の凍結はセンシング部に大気を導入するポート部が凍結により塞がった状態であるから入力した大気圧Ｐａは凍結直前の気圧を示していると考えられ、大気圧センサ４６が凍結して正確な大気圧Ｐａを検出できないとしても入力した大気圧Ｐａは現在の気圧に近い値を示していると推定することができ、必要以上に低い値を用いる場合に比してより適正に推定気圧Ｐａｅｓｔを設定できるからである。   In step 320, the fluctuation of the intake pressure Pin is examined. When the intake pressure Pin does not change, it is determined that the intake pressure sensor 158 is frozen, and the corrected atmospheric pressure Paα is set based on the input atmospheric pressure Pa ( In step S350), the estimated atmospheric pressure Paest is set by subtracting the corrected atmospheric pressure Paα set from the atmospheric pressure Pa (step S410). In the embodiment, the corrected atmospheric pressure Paα used when setting the estimated atmospheric pressure Paest in the process of step S350 is determined in advance as a corrected atmospheric pressure setting map by predetermining the relationship between the atmospheric pressure Pa and the corrected atmospheric pressure Paα. When the atmospheric pressure Pa is given, the corresponding corrected atmospheric pressure Paα is derived and set from the stored map. FIG. 10 shows an example of the correction atmospheric pressure setting map. As shown in the figure, the corrected atmospheric pressure Paα is set so as to increase as the input atmospheric pressure Pa decreases, and the lower limit value of the corrected atmospheric pressure Paα is set to a predetermined atmospheric pressure Paα1 (for example, 0.05 atmospheric pressure). did. Therefore, the estimated atmospheric pressure Paest is a value that is at least a predetermined atmospheric pressure Paα1 smaller than the atmospheric pressure Pa input from the atmospheric pressure sensor 46, and becomes a smaller value as the atmospheric pressure Pa is smaller. The reason why the corrected atmospheric pressure Paα is set to be larger as the atmospheric pressure Pa is smaller as shown in FIG. 10 is to suppress the estimated atmospheric pressure Paest from becoming larger than the actual atmospheric pressure. This is because the maximum voltage VHmax is more safely set by reducing the estimated atmospheric pressure Paest. Then, in steps S350 and S410, the corrected atmospheric pressure Paα and the estimated atmospheric pressure Paest are set using the atmospheric pressure Pa input from the atmospheric pressure sensor 46 even though the atmospheric pressure sensor 46 is frozen and cannot accurately detect the atmospheric pressure. The reason why the atmospheric pressure sensor 46 is frozen is that the port portion that introduces the atmosphere into the sensing portion is closed by freezing, so the input atmospheric pressure Pa is considered to indicate the atmospheric pressure immediately before freezing. Even if 46 is frozen and an accurate atmospheric pressure Pa cannot be detected, it can be estimated that the input atmospheric pressure Pa shows a value close to the current atmospheric pressure, compared with the case where a value lower than necessary is used. This is because the estimated atmospheric pressure Paest can be set more appropriately.

こうして推定気圧Ｐａｅｓｔを設定すると、設定した推定気圧Ｐａｅｓｔに基づいて最大電圧ＶＨｍａｘを設定して（ステップＳ４２０）、最大電圧設定ルーチンを終了する。このように、ハイブリッド自動車２０のシステム起動後最初にエンジン２２を始動したときに吸気圧センサ１５８が凍結していると判定したときには、現在のモータＭＧ２近傍の気圧が入力した大気圧Ｐａより補正気圧Ｐａαだけ小さいと推定して最大電圧ＶＨｍａｘを設定することができ、必要以上に高地を走行していると仮定して推定気圧Ｐａｅｓｔとして必要以上に低い値を設定するものに比してより適正に最大電圧ＶＨｍａｘを設定することができる。   When the estimated atmospheric pressure Paest is thus set, the maximum voltage VHmax is set based on the set estimated atmospheric pressure Paest (step S420), and the maximum voltage setting routine is terminated. Thus, when it is determined that the intake pressure sensor 158 is frozen when the engine 22 is first started after the system of the hybrid vehicle 20 is started, the current atmospheric pressure near the motor MG2 is corrected from the input atmospheric pressure Pa. The maximum voltage VHmax can be set by assuming that Paα is small, and more appropriately than the one that sets an unnecessarily low value as the estimated atmospheric pressure Paest assuming that the vehicle is traveling higher than necessary. The maximum voltage VHmax can be set.

こうしてハイブリッド自動車２０のシステム起動後最初に本ルーチンを実行されて２回目以降本ルーチンが実行されたときには凍結判定フラグＦ１の値を調べ（ステップＳ３１０、Ｓ３６０）、凍結判定フラグＦ１には値１が設定されているとき、即ち、システム起動後に最初に本ルーチンが実行されたときに吸気圧センサ１５８が凍結していないと判定されたときには、大気圧Ｐａを推定気圧Ｐａｅｓｔとして設定すると共に設定された推定気圧Ｐａｅｓｔに基づいて最大電圧ＶＨｍａｘを設定して（ステップＳ３４０，Ｓ４２０）、最大電圧設定ルーチンを終了する。こうして、システム起動後最初に最大電圧設定ルーチンを実行したときに吸気圧センサ１５８が凍結していないと判定されたときには、大気圧Ｐａを推定気圧Ｐａｅｓｔとして最大電圧ＶＨｍａｘが設定されることになる。   Thus, when this routine is first executed after the system startup of the hybrid vehicle 20 and this routine is executed for the second and subsequent times, the value of the freezing determination flag F1 is checked (steps S310 and S360), and the freezing determination flag F1 has a value of 1. When it is set, that is, when it is determined that the intake pressure sensor 158 is not frozen when this routine is executed for the first time after system startup, the atmospheric pressure Pa is set as the estimated atmospheric pressure Paest. The maximum voltage VHmax is set based on the estimated atmospheric pressure Paest (steps S340 and S420), and the maximum voltage setting routine is terminated. Thus, when it is determined that the intake pressure sensor 158 is not frozen when the maximum voltage setting routine is executed for the first time after system startup, the maximum voltage VHmax is set with the atmospheric pressure Pa as the estimated atmospheric pressure Paest.

２回目以降本ルーチンが実行されたときに凍結判定フラグＦ１が値０のとき、即ち、最初に本ルーチンが実行されたときに吸気圧センサ１５８が凍結したと判定されたときには（ステップＳ３１０，Ｓ３６０）、さらに凍結解消フラグＦ２の値を調べる（ステップＳ３７０）。ここで凍結解消フラグＦ２は、ハイブリッド自動車２０のシステム起動後最初にエンジン２２を始動したときに凍結していた吸気圧センサ１５８の凍結がその後解消したことを示すフラグであり、初期値に値０が設定されるものとした。   When the freezing determination flag F1 is 0 when the routine is executed for the second time and thereafter, that is, when it is determined that the intake pressure sensor 158 is frozen when the routine is first executed (steps S310 and S360). ) Further, the value of the freeze release flag F2 is checked (step S370). Here, the freeze release flag F2 is a flag indicating that the freezing of the intake pressure sensor 158 that has been frozen when the engine 22 is first started after the system startup of the hybrid vehicle 20 has subsequently been released, and has an initial value of 0. Was set.

いま凍結解消フラグＦ２は初期値である値０が設定されているから、吸気圧Ｐｉｎが変動したか否かを判定し（ステップＳ３８０）、吸気圧Ｐｉｎが変動するまでは入力した大気圧Ｐａと入力した大気圧Ｐａに基づいて設定した補正気圧Ｐａαとに基づいて推定気圧Ｐａｅｓｔを設定すると共に設定した推定気圧Ｐａｅｓｔに基づいて最大電圧ＶＨｍａｘを設定して（ステップＳ３５０，Ｓ４１０，Ｓ４２０）、最大電圧設定ルーチンを終了する。吸気圧Ｐｉｎの変動の判定は、ステップＳ３２０の処理と同様に、ハイブリッド自動車２０のシステム起動時の吸気圧Ｐｉｎと今回入力した吸気圧Ｐｉｎとを比較することにより行ない、記憶した吸気圧Ｐｉｎと入力した吸気圧Ｐｉｎとが一致したときには吸気圧Ｐｉｎは変動していないと判定し、記憶した吸気圧Ｐｉｎと入力した吸気圧Ｐｉｎとが一致しないときには吸気圧Ｐｉｎは変動したと判定するものとした。即ち、ステップＳ３８０の処理は、凍結していた吸気圧センサ１５８の凍結が解消したか否かを調べる処理となる。このように、ハイブリッド自動車２０のシステム起動後最初にエンジン２２を始動したときに吸気圧センサ１５８が凍結していると判定した後は、吸気圧センサ１５８の凍結が解消するまでは、現在のモータＭＧ２近傍の気圧が入力した大気圧Ｐａより補正気圧Ｐａαだけ小さいと推定して最大電圧ＶＨｍａｘを設定することができる。   Since the initial value 0 is set to the freeze release flag F2, it is determined whether or not the intake pressure Pin has changed (step S380). Until the intake pressure Pin changes, the input atmospheric pressure Pa and The estimated atmospheric pressure Paest is set based on the corrected atmospheric pressure Paα set based on the input atmospheric pressure Pa, and the maximum voltage VHmax is set based on the set estimated atmospheric pressure Paest (steps S350, S410, S420). End the setting routine. The determination of the variation of the intake pressure Pin is performed by comparing the intake pressure Pin when the hybrid vehicle 20 is activated with the intake pressure Pin input this time, as in the process of step S320, and the stored intake pressure Pin and input. It is determined that the intake pressure Pin does not fluctuate when the intake pressure Pin matches, and the intake pressure Pin is determined to fluctuate when the stored intake pressure Pin does not match the input intake pressure Pin. That is, the process in step S380 is a process for checking whether or not the frozen intake pressure sensor 158 has been frozen. Thus, after it is determined that the intake pressure sensor 158 is frozen when the engine 22 is started for the first time after the system of the hybrid vehicle 20 is started, the current motor is maintained until the freezing of the intake pressure sensor 158 is resolved. The maximum voltage VHmax can be set by estimating that the atmospheric pressure near MG2 is smaller than the input atmospheric pressure Pa by the corrected atmospheric pressure Paα.

ステップＳ３８０の処理で吸気圧Ｐｉｎが変動したと判定したとき、即ち、吸気圧センサ１５８の凍結が解消したと判定したときには、凍結解消フラグＦ２に値１を設定し（ステップＳ３９０）、前回の補正気圧Ｐａαから所定のレート値βを減じた値と値０とのうち大きい方を補正気圧Ｐａαとして設定し（ステップＳ４００）、入力した大気圧Ｐａと設定した補正気圧Ｐａαに基づいて推定気圧Ｐａｅｓｔを設定すると共に設定した推定気圧Ｐａｅｓｔに基づいて最大電圧ＶＨｍａｘを設定して（ステップＳ４１０，Ｓ４２０）、最大電圧設定ルーチンを終了する。こうして凍結解消フラグＦ２に値１が設定された後、即ち吸気圧センサ１５８の凍結解消後は、吸気圧Ｐｉｎの変動を判定することなく前回の補正気圧Ｐａαから所定のレート値βを減じた値と値０とのうち大きい方を補正気圧Ｐａαとして設定し（ステップＳ３７０，Ｓ４００），入力した大気圧Ｐａと設定した補正気圧Ｐａαに基づいて推定気圧Ｐａｅｓｔを設定すると共に設定した推定気圧Ｐａｅｓｔに基づいて最大電圧ＶＨｍａｘを設定して（ステップＳ４１０，Ｓ４２０）、最大電圧設定ルーチンを終了する。ここでステップＳ４００の処理は、補正気圧Ｐａαをレート値βの変化程度で徐々に値０に近づける処理となる。従って、推定気圧Ｐａｅｓｔは徐々に大気圧Ｐａに近づくこととなり、最大電圧ＶＨｍａｘは徐々に大気圧Ｐａに基づいて設定される電圧に近づくこととなる。このように、凍結していた吸気圧センサ１５８の凍結が解消したときには、最大電圧ＶＨｍａｘを急変させることなく大気圧Ｐａに基づいて設定される電圧に設定することができる。以上、最大電圧設定ルーチンについて説明した。   When it is determined in step S380 that the intake pressure Pin has fluctuated, that is, when it is determined that the intake pressure sensor 158 has been frozen, the freeze-free flag F2 is set to 1 (step S390), and the previous correction is performed. The larger one of the value obtained by subtracting the predetermined rate value β from the atmospheric pressure Paα and the value 0 is set as the corrected atmospheric pressure Paα (step S400), and the estimated atmospheric pressure Paest is calculated based on the input atmospheric pressure Pa and the set corrected atmospheric pressure Paα. The maximum voltage VHmax is set based on the set estimated atmospheric pressure Paest (steps S410 and S420), and the maximum voltage setting routine is terminated. After the value 1 is set in the freeze release flag F2 in this way, that is, after the intake pressure sensor 158 is released from freeze, a value obtained by subtracting the predetermined rate value β from the previous corrected atmospheric pressure Paα without determining the fluctuation of the intake pressure Pin. Is set as the corrected atmospheric pressure Paα (steps S370 and S400), the estimated atmospheric pressure Paest is set based on the input atmospheric pressure Pa and the set corrected atmospheric pressure Paα, and based on the set estimated atmospheric pressure Paest. The maximum voltage VHmax is set (steps S410 and S420), and the maximum voltage setting routine is terminated. Here, the process of step S400 is a process of gradually bringing the corrected atmospheric pressure Paα closer to the value 0 with the change of the rate value β. Therefore, the estimated atmospheric pressure Paest gradually approaches the atmospheric pressure Pa, and the maximum voltage VHmax gradually approaches the voltage set based on the atmospheric pressure Pa. Thus, when the frozen intake pressure sensor 158 has been frozen, the maximum voltage VHmax can be set to a voltage set based on the atmospheric pressure Pa without sudden change. The maximum voltage setting routine has been described above.

図４の駆動制御ルーチンの説明に戻る。図８に例示した最大電圧設定ルーチンで設定された仮目標電圧ＶＨｔｍｐを最大電圧設定ルーチンで設定した最大電圧ＶＨｍａｘで制限することにより制御用電圧ＶＨ＊を設定すると、高電圧系の電圧ＶＨが制御用電圧ＶＨ＊となるように昇圧回路５５の２つのトランジスタＴ３１，Ｔ３２をスイッチング制御すると共に（ステップＳ１９０）、エンジン２２の目標回転数Ｎｅ＊と目標トルクＴｅ＊についてはエンジンＥＣＵ２４に送信し、モータＭＧ１，ＭＧ２のトルク指令Ｔｍ１＊，Ｔｍ２＊についてはモータＥＣＵ４０にそれぞれ送信して（ステップＳ２００）、駆動制御ルーチンを終了する。目標回転数Ｎｅ＊と目標トルクＴｅ＊とを受信したエンジンＥＣＵ２４は、エンジン２２が目標回転数Ｎｅ＊と目標トルクＴｅ＊とによって示される運転ポイントで運転されるようにエンジン２２における吸入空気量制御や燃料噴射制御，点火制御などの制御を行なう。また、トルク指令Ｔｍ１＊，Ｔｍ２＊を受信したモータＥＣＵ４０は、トルク指令Ｔｍ１＊でモータＭＧ１が駆動されると共にトルク指令Ｔｍ２＊でモータＭＧ２が駆動されるようインバータ４１，４２のスイッチング素子のスイッチング制御を行なう。こうした制御により、高電圧系の電圧ＶＨが最大電圧ＶＨｍａｘを超えない範囲内でモータＭＧ１，ＭＧ２を駆動するのに適した電圧となるよう昇圧回路５５を制御することができると共に駆動軸としてのリングギヤ軸３２ａに要求トルクＴｒ＊に基づくトルクを出力して走行することができる。   Returning to the description of the drive control routine of FIG. When the control voltage VH * is set by limiting the temporary target voltage VHtmp set in the maximum voltage setting routine illustrated in FIG. 8 with the maximum voltage VHmax set in the maximum voltage setting routine, the high voltage system voltage VH is controlled. The two transistors T31 and T32 of the booster circuit 55 are subjected to switching control so as to become the working voltage VH * (step S190), and the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24 to The torque commands Tm1 * and Tm2 * for MG1 and MG2 are transmitted to the motor ECU 40 (step S200), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. Further, the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. By such control, it is possible to control the booster circuit 55 so that the voltage VH of the high voltage system does not exceed the maximum voltage VHmax so that the voltage is suitable for driving the motors MG1, MG2, and the ring gear as the drive shaft. It is possible to travel by outputting torque based on the required torque Tr * to the shaft 32a.

以上説明した実施例のハイブリッド自動車２０によれば、ハイブリッド自動車２０のシステム起動後の最初のエンジン２２の始動に伴う吸気圧Ｐｉｎの変動を調べることにより吸気圧センサ１５８の凍結を判定することができると共に大気圧センサ４６の凍結も判定することができる。さらに、大気圧センサ４６が凍結しているときは、モータＭＧ２近傍の気圧が入力した大気圧Ｐａより補正気圧Ｐａαだけ小さいと推定した推定気圧Ｐａｅｓｔに基づいて設定された最大電圧ＶＨｍａｘで仮目標電圧ＶＨｔｍｐを制限して制御用電圧ＶＨ＊を設定するから、必要以上に高地を走行していると仮定して制御用電圧ＶＨ＊を設定するものに比してより適正な制御用電圧ＶＨ＊を設定することができる。しかも、大気圧センサ４６の凍結が解消したと判断したときには、推定気圧Ｐａｅｓｔが徐々に大気圧Ｐａに等しくなるよう設定し、最大電圧ＶＨｍａｘをモータＭＧ２近傍の気圧が大気圧Ｐａであるとしたときの最大電圧ＶＨｍａｘまで徐々に変化させるから、制御用電圧ＶＨ＊の急変を抑えると共に制御用電圧ＶＨ＊をより適切な電圧に設定することができる。   According to the hybrid vehicle 20 of the embodiment described above, the freezing of the intake pressure sensor 158 can be determined by examining the variation of the intake pressure Pin accompanying the start of the first engine 22 after the system startup of the hybrid vehicle 20. At the same time, freezing of the atmospheric pressure sensor 46 can also be determined. Further, when the atmospheric pressure sensor 46 is frozen, the temporary target voltage at the maximum voltage VHmax set based on the estimated atmospheric pressure Paest estimated that the atmospheric pressure near the motor MG2 is smaller than the inputted atmospheric pressure Pa by the corrected atmospheric pressure Paα. Since the control voltage VH * is set by limiting VHtmp, it is assumed that the control voltage VH * is set more appropriately than when the control voltage VH * is set on the assumption that the vehicle is traveling higher than necessary. Can be set. Moreover, when it is determined that the freezing of the atmospheric pressure sensor 46 has been resolved, the estimated atmospheric pressure Paest is set to gradually become equal to the atmospheric pressure Pa, and the maximum voltage VHmax is assumed to be the atmospheric pressure Pa near the motor MG2. Therefore, the control voltage VH * can be set to a more appropriate voltage while suppressing a sudden change in the control voltage VH *.

実施例のハイブリッド自動車２０では、吸気圧Ｐｉｎが変動して吸気圧変動フラグＦに値１が設定された後は、補正気圧Ｐａαにレート処理を施すものとしたが、レート処理を行なわずに直ちに補正気圧Ｐａαに値０を設定するものとしてもよい。   In the hybrid vehicle 20 of the embodiment, after the intake pressure Pin fluctuates and the value 1 is set in the intake pressure fluctuation flag F, the corrected atmospheric pressure Paα is subjected to rate processing, but immediately without performing the rate processing. A value 0 may be set for the corrected atmospheric pressure Paα.

実施例のハイブリッド自動車２０では、図１０に例示する補正気圧設定用マップを用いるものとしたが、補正気圧Ｐａαは入力した大気圧Ｐａが小さいほど大きな値となる傾向に設定すればよいから、大気圧Ｐａが小さくなるほど補正気圧Ｐａαが直線的に大きくなるように設定するものとしてもよいし、大気圧Ｐａが小さくなるほど階段状に補正気圧Ｐａαが大きくなるよう設定してもよい。さらに、補正気圧Ｐａαは、吸気圧Ｐｉｎが小さくなるほど大きくなるよう設定してもよい。   In the hybrid vehicle 20 of the embodiment, the corrected atmospheric pressure setting map illustrated in FIG. 10 is used. However, the corrected atmospheric pressure Paα may be set so as to increase as the input atmospheric pressure Pa decreases. The corrected atmospheric pressure Paα may be set so as to increase linearly as the atmospheric pressure Pa decreases, or may be set so that the corrected atmospheric pressure Paα increases stepwise as the atmospheric pressure Pa decreases. Further, the correction atmospheric pressure Paα may be set to increase as the intake pressure Pin decreases.

実施例のハイブリッド自動車２０では、吸気圧センサ１５８が凍結していると判定したときはその凍結が解消するまで大気圧Ｐａを補正気圧Ｐａαで補正した推定気圧Ｐａｅｓｔを用いて最大電圧ＶＨｍａｘを設定するものとしたが、吸気圧センサ１５８が凍結していると判定したときにはエンジン２２の排気を吸気側に供給するようＥＧＲバルブ１５４を調整すると共に大気圧Ｐａを補正気圧Ｐａαで補正した推定気圧Ｐａｅｓｔを用いて最大電圧ＶＨｍａｘを設定するものとしてもよい。こうすれば、吸気よりも高い温度の排気によって、より迅速に吸気圧センサ１５８の凍結を解消することができる。   In the hybrid vehicle 20 of the embodiment, when it is determined that the intake pressure sensor 158 is frozen, the maximum voltage VHmax is set using the estimated atmospheric pressure Paest obtained by correcting the atmospheric pressure Pa with the corrected atmospheric pressure Paα until the freezing is eliminated. However, when it is determined that the intake pressure sensor 158 is frozen, the estimated pressure Paest obtained by adjusting the EGR valve 154 to supply the exhaust of the engine 22 to the intake side and correcting the atmospheric pressure Pa with the corrected atmospheric pressure Paα is obtained. It may be used to set the maximum voltage VHmax. In this way, the freezing of the intake pressure sensor 158 can be eliminated more quickly by exhaust at a temperature higher than that of the intake air.

実施例のハイブリッド自動車２０では、モータＭＧ２の動力を減速ギヤ３５により変速してリングギヤ軸３２ａに出力するものとしたが、図１１の変形例のハイブリッド自動車１２０に例示するように、モータＭＧ２の動力をリングギヤ軸３２ａが接続された車軸（駆動輪６３ａ，６３ｂが接続された車軸）とは異なる車軸（図１１における車輪６４ａ，６４ｂに接続された車軸）に接続するものとしてもよい。   In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 11) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

実施例のハイブリッド自動車２０では、エンジン２２の動力を動力分配統合機構３０を介して駆動輪６３ａ，６３ｂに接続された駆動軸としてのリングギヤ軸３２ａに出力するものとしたが、図１２の変形例のハイブリッド自動車２２０に例示するように、エンジン２２のクランクシャフト２６に接続されたインナーロータ２３２と駆動輪６３ａ，６３ｂに動力を出力する駆動軸に接続されたアウターロータ２３４とを有し、エンジン２２の動力の一部を駆動軸に伝達すると共に残余の動力を電力に変換する対ロータ電動機２３０を備えるものとしてもよい。   In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

また、こうしたハイブリッド自動車に適用するものに限定されるものではなく、走行用の動力を出力する電動機と内燃機関を備えるものであれば自動車以外の車両の形態としても構わない。さらに、こうしたハイブリッド自動車の制御方法の形態としてもよい。   Further, the present invention is not limited to those applied to such a hybrid vehicle, and may be in the form of a vehicle other than the vehicle as long as it includes an electric motor that outputs driving power and an internal combustion engine. Furthermore, it is good also as a form of the control method of such a hybrid vehicle.

実施例の主要な要素と課題を解決するための手段の欄に記載した発明の主要な要素との対応関係について説明する。実施例では、モータＭＧ２「電動機」に相当し、大気圧センサ４６が「電動機近傍気圧検出手段」に相当し、バッテリ５０が「蓄電手段」に相当し、昇圧回路５５が「昇圧手段」に相当し、排気を吸気側に供給するＥＧＲ管１５２と吸気側に供給する排気の供給量を調節するＥＧＲバルブ１５４とを備えＥＧＲバルブ１５４の開閉により不燃焼ガスとしての排気を吸気管１５９に供給して空気と排気とガソリンの混合気を燃焼室に吸引することができるエンジン２２が「内燃機関」に相当し、吸気圧センサ１５８が「吸気圧検出手段」に相当し、ハイブリッド自動車２０のシステム起動後に最初にエンジン２２を始動したときに吸気圧Ｐｉｎが変化したときには大気圧Ｐａの値を入力した推定気圧Ｐａｅｓｔに基づいて最大電圧ＶＨｍａｘを設定し吸気圧Ｐｉｎが変化しないときには大気圧Ｐａから補正気圧Ｐａαを減じて得られる推定気圧Ｐａｅｓｔに基づいて最大電圧ＶＨｍａｘを設定する図８の最大電圧設定ルーチンのステップＳ３００〜Ｓ３５０，Ｓ４１０，Ｓ４２０の処理を実行するハイブリッド用電子制御ユニット７０が「最大電圧設定手段」に相当し、バッテリ５０の入出力制限Ｗｉｎ，Ｗｏｕｔの範囲内で駆動軸としてのリングギヤ軸３２ａに要求トルクＴｒ＊を出力して走行するようエンジン２２の目標回転数Ｎｅ＊と目標トルクＴｅ＊とを設定すると共にモータＭＧ１，ＭＧ２のトルク指令Ｔｍ１＊，Ｔｍ２＊を設定する図４の駆動制御ルーチンのステップＳ１２０〜Ｓ１６０の処理を実行するハイブリッド用電子制御ユニット７０が「駆動指令設定手段」に相当し、モータＭＧ１，ＭＧ２を駆動するのに適した電圧として設定した仮目標電圧ＶＨｔｍｐを設定した最大電圧ＶＨｍａｘで制限した電圧を制御用電圧ＶＨ＊として設定する図４の駆動制御ルーチンのステップＳ１７０，Ｓ１８０の処理を実行するハイブリッド用電子制御ユニット７０が「目標電圧設定手段」に相当し、高電圧系の電圧ＶＨが制御用電圧ＶＨ＊となるように昇圧回路５５を制御すると共にエンジン２２の目標回転数Ｎｅ＊と目標トルクＴｅ＊とをエンジンＥＣＵ２４に送信しモータＭＧ１，ＭＧ２のトルク指令Ｔｍ１＊，Ｔｍ２＊をモータＥＣＵ４０に送信するハイブリッド用電子制御ユニット７０と目標回転数Ｎｅ＊と目標トルクＴｅ＊とに基づいてエンジン２２を制御するエンジンＥＣＵ２４とトルク指令Ｔｍ１＊，Ｔｍ２＊に基づいてモータＭＧ１，ＭＧ２を制御するモータＥＣＵ４０とが「制御手段」に相当する。また、動力分配統合機構３０に接続された発電可能なモータＭＧ１が「発電機」に相当する。   The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 corresponds to “electric motor”, the atmospheric pressure sensor 46 corresponds to “motor vicinity atmospheric pressure detection means”, the battery 50 corresponds to “power storage means”, and the booster circuit 55 corresponds to “boost means”. And an EGR pipe 152 for supplying exhaust gas to the intake side and an EGR valve 154 for adjusting the supply amount of exhaust gas supplied to the intake side, and exhaust gas as non-combustion gas is supplied to the intake pipe 159 by opening and closing the EGR valve 154. The engine 22 capable of sucking the mixture of air, exhaust and gasoline into the combustion chamber corresponds to the “internal combustion engine”, the intake pressure sensor 158 corresponds to the “intake pressure detection means”, and the system activation of the hybrid vehicle 20 is started. When the intake pressure Pin changes when the engine 22 is started for the first time later, the maximum voltage VHmax is set based on the estimated atmospheric pressure Paest into which the value of the atmospheric pressure Pa is input. When the intake pressure Pin does not change, steps S300 to S350, S410, and S420 of the maximum voltage setting routine of FIG. 8 for setting the maximum voltage VHmax based on the estimated atmospheric pressure Paest obtained by subtracting the corrected atmospheric pressure Paα from the atmospheric pressure Pa. The hybrid electronic control unit 70 that executes the processing corresponds to “maximum voltage setting means”, and outputs the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. The processing of steps S120 to S160 of the drive control routine of FIG. 4 is performed for setting the target rotational speed Ne * and target torque Te * of the engine 22 so as to travel and setting the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2. The hybrid electronic control unit 70 to be executed corresponds to the “drive command setting means”. In step S170 of the drive control routine of FIG. 4, the voltage limited by the maximum voltage VHmax set as the temporary target voltage VHtmp set as a voltage suitable for driving the motors MG1 and MG2 is set as the control voltage VH *. The hybrid electronic control unit 70 that executes the processing of S180 corresponds to “target voltage setting means”, controls the booster circuit 55 so that the high-voltage system voltage VH becomes the control voltage VH *, and The hybrid electronic control unit 70 for transmitting the target rotational speed Ne * and the target torque Te * to the engine ECU 24 and transmitting the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 to the motor ECU 40, the target rotational speed Ne * and the target torque An engine ECU 24 for controlling the engine 22 based on Te * and a torque command Tm1 *, m @ 2 * and motor ECU40 for controlling the motor MG1, MG2 based on corresponds to a "control unit". Further, the motor MG <b> 1 capable of generating electricity connected to the power distribution and integration mechanism 30 corresponds to a “generator”.

ここで、「電動機」としては、同期発電電動機として構成されたモータＭＧ２に限定されるものではなく、走行用の動力を出力するものであれば如何なるタイプの電動機でも構わない。「電動機近傍気圧検出手段」としては、モータＭＧ２の近傍に取り付けられてモータＭＧ２付近の気圧を検出する大気圧センサ４６に限定されるものではなく、電動機の近傍に配置されて電動機近傍の気圧である電動機近傍気圧を検出するものであれば如何なるものとしても構わない。「蓄電手段」としては、二次電池としてのバッテリ５０に限定されるものではなく、キャパシタなど、充放電可能なものであれば如何なるものとしても構わない。「昇圧手段」としては、昇圧回路５５に限定されるものではなく、蓄電手段からの電力を昇圧して電動機に供給するものであれば如何なるものとしても構わない。「内燃機関」としては、排気を吸気側に供給するＥＧＲ管１５２と吸気側に供給する排気の供給量を調節するＥＧＲバルブ１５４とを備えＥＧＲバルブ１５４の開閉により不燃焼ガスとしての排気を吸入側に供給して空気と排気とガソリンの混合機を燃焼室に吸引することができるエンジン２２に限定されるものではなく、吸気系のスロットル弁の後段に設けられた吸排気混合部に排気の一部を環流する環流装置を備える内燃機関であれば如何なるものとしても構わない。「吸気圧検出手段」としては、吸気管１５９の内部の圧力を検出する吸気圧センサ１５８に限定されるものではなく、吸排気混合部の圧力である吸気圧を検出するものであれば如何なるものとしても構わない。「最大電圧設定手段」としては、ハイブリッド自動車２０のシステム起動後に最初にエンジン２２を始動したときに吸気圧Ｐｉｎが変化したときには大気圧Ｐａの値を入力した推定気圧Ｐａｅｓｔに基づいて最大電圧ＶＨｍａｘを設定し吸気圧Ｐｉｎが変化しないときには大気圧Ｐａから補正気圧Ｐａαを減じて得られる推定気圧Ｐａｅｓｔに基づいて最大電圧ＶＨｍａｘを設定する図８の最大電圧設定ルーチンのステップＳ３００〜Ｓ３５０，Ｓ４１０，Ｓ４２０の処理を実行するものに限定されるものではなく、システム起動後に最初に内燃機関を始動したとき、検出された吸気圧が内燃機関の始動に伴って変化したときには検出された電動機近傍気圧に基づいて最大電圧を設定し、検出された吸気圧が内燃機関の始動に伴って変化しないときには検出された電動機近傍気圧から補正気圧を減じて得られる圧力に基づいて最大電圧を設定するものであれば如何なるものとしても構わない。「駆動指令設定手段」としては、バッテリ５０の入出力制限Ｗｉｎ，Ｗｏｕｔの範囲内で駆動軸としてのリングギヤ軸３２ａに要求トルクＴｒ＊を出力して走行するようエンジン２２の目標回転数Ｎｅ＊と目標トルクＴｅ＊とを設定すると共にモータＭＧ１，ＭＧ２のトルク指令Ｔｍ１＊，Ｔｍ２＊を設定するものに限定されるものではなく、走行に要求される要求駆動力に基づいて電動機の駆動指令を設定するものであれば如何なるものとしても構わない。「目標電圧設定手段」としては、モータＭＧ１，ＭＧ２を駆動するのに適した電圧として設定した仮目標電圧ＶＨｔｍｐを設定した最大電圧ＶＨｍａｘで制限した電圧を制御用電圧ＶＨ＊として設定するするものに限定されるものではなく、設定された最大電圧の範囲内で設定された駆動指令に基づいて電動機に供給すべき目標電圧を設定するものであれば如何なるものでも構わない。「制御手段」としては、ハイブリッド用電子制御ユニット７０とエンジンＥＣＵ２４とモータＥＣＵ４０とからなる組み合わせに限定されるものではなく単一の電子制御ユニットにより構成されるなどとしてもよい。また、「制御手段」としては、高電圧系の電圧ＶＨが制御用電圧ＶＨ＊となるように昇圧回路５５を制御すると共に要求トルクＴｒ＊を出力して走行するよう目標回転数Ｎｅ＊と目標トルクＴｅ＊を設定してエンジン２２を制御したりトルク指令Ｔｍ１＊，Ｔｍ２＊でモータＭＧ１，ＭＧ２を制御するものに限定されるものではなく、設定された目標電圧になるよう昇圧手段を制御すると共に設定された駆動指令により電動機が駆動されて要求駆動力に基づく駆動力により走行するよう電動機と内燃機関とを制御するものであれば如何なるものでも構わない。   Here, the “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it outputs motive power for traveling. The “motor vicinity atmospheric pressure detection means” is not limited to the atmospheric pressure sensor 46 that is attached in the vicinity of the motor MG2 and detects the atmospheric pressure in the vicinity of the motor MG2. Any device can be used as long as it detects the atmospheric pressure in the vicinity of a certain motor. The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can be charged and discharged, such as a capacitor. The “boosting means” is not limited to the boosting circuit 55, and any means may be used as long as it boosts the electric power from the power storage means and supplies it to the motor. The “internal combustion engine” includes an EGR pipe 152 that supplies exhaust gas to the intake side and an EGR valve 154 that adjusts the supply amount of exhaust gas that is supplied to the intake side, and intakes exhaust gas as incombustible gas by opening and closing the EGR valve 154. It is not limited to the engine 22 which can be supplied to the side and suck the air / exhaust / gasoline mixer into the combustion chamber, but the intake / exhaust mixing section provided at the rear stage of the throttle valve of the intake system Any internal combustion engine provided with a recirculation device that recirculates a part may be used. The “intake pressure detection means” is not limited to the intake pressure sensor 158 that detects the pressure inside the intake pipe 159, and any means that detects the intake pressure that is the pressure of the intake / exhaust mixing unit. It does not matter. As the “maximum voltage setting means”, the maximum voltage VHmax is set based on the estimated atmospheric pressure Paest in which the value of the atmospheric pressure Pa is input when the intake pressure Pin changes when the engine 22 is first started after the system startup of the hybrid vehicle 20. When the intake pressure Pin is not changed, the steps S300 to S350, S410, and S420 of the maximum voltage setting routine of FIG. 8 for setting the maximum voltage VHmax based on the estimated atmospheric pressure Paest obtained by subtracting the corrected atmospheric pressure Paα from the atmospheric pressure Pa. It is not limited to the one that executes the process, and when the internal combustion engine is started for the first time after the system is started, when the detected intake pressure changes with the start of the internal combustion engine, it is based on the detected pressure near the motor. Set the maximum voltage so that the detected intake pressure does not change as the internal combustion engine starts. But it may be of any type used to set the maximum voltage on the basis of the pressure obtained sometimes subtracting the correction pressure from the detected motor near atmospheric pressure. As the “drive command setting means”, the target rotational speed Ne * of the engine 22 is set so as to travel by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. It is not limited to setting the target torque Te * and setting the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, but setting the drive command of the motor based on the required driving force required for traveling It does not matter as long as it does. As the “target voltage setting means”, a voltage limited by the maximum voltage VHmax set as the temporary target voltage VHtmp set as a voltage suitable for driving the motors MG1 and MG2 is set as the control voltage VH *. The present invention is not limited, and any device may be used as long as the target voltage to be supplied to the electric motor is set based on the drive command set within the set maximum voltage range. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the target rotation speed Ne * and the target speed are controlled so that the booster circuit 55 is controlled so that the high voltage system voltage VH becomes the control voltage VH * and the required torque Tr * is output. It is not limited to controlling the engine 22 by setting the torque Te * or controlling the motors MG1, MG2 with the torque commands Tm1 *, Tm2 *, but controlling the boosting means so as to achieve the set target voltage. Any motor may be used as long as it controls the electric motor and the internal combustion engine so that the electric motor is driven by the driving command set together with the driving force based on the required driving force.

なお、実施例の主要な要素と課題を解決するための手段の欄に記載した発明の主要な要素との対応関係は、実施例が課題を解決するための手段の欄に記載した発明を実施するための最良の形態を具体的に説明するための一例であることから、課題を解決するための手段の欄に記載した発明の要素を限定するものではない。即ち、課題を解決するための手段の欄に記載した発明についての解釈はその欄の記載に基づいて行なわれるべきものであり、実施例は課題を解決するための手段の欄に記載した発明の具体的な一例に過ぎないものである。   The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

以上、本発明を実施するための最良の形態について実施例を用いて説明したが、本発明はこうした実施例に何等限定されるものではなく、本発明の要旨を逸脱しない範囲内において、種々なる形態で実施し得ることは勿論である。   The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

本発明は、ハイブリッド車の製造産業などに利用可能である。   The present invention can be used in the manufacturing industry of hybrid vehicles.

本発明の一実施例であるハイブリッド自動車２０の構成の概略を示す構成図である。1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. エンジン２２の構成の概略を示す構成図である。2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. モータＭＧ１，ＭＧ２を含む電機駆動系の構成の概略を示す構成図である。It is a block diagram which shows the outline of a structure of the electric drive system containing motor MG1, MG2. ハイブリッド用電子制御ユニット７０により実行される駆動制御ルーチンの一例を示すフローチャートである。4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. 要求トルク設定用マップの一例を示す説明図である。It is explanatory drawing which shows an example of the map for request | requirement torque setting. エンジン２２の動作ラインの一例と目標回転数Ｎｅ＊と目標トルクＴｅ＊とを設定する様子を示す説明図である。It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. エンジン２２からパワーを出力している状態で走行しているときの動力分配統合機構３０の回転要素における回転数とトルクとの力学的な関係を示す共線図の一例を示す説明図である。FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; ハイブリッド用電子制御ユニット７０により実行される最大電圧設定ルーチンの一例を示すフローチャートである。5 is a flowchart showing an example of a maximum voltage setting routine executed by a hybrid electronic control unit 70. 最大電圧設定用マップの一例を示す説明図である。It is explanatory drawing which shows an example of the map for maximum voltage setting. 補正気圧設定用マップの一例を示す説明図である。It is explanatory drawing which shows an example of the correction | amendment atmospheric pressure setting map. 変形例のハイブリッド自動車１２０の構成の概略を示す構成図である。FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. 変形例のハイブリッド自動車２２０の構成の概略を示す構成図である。FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

符号の説明Explanation of symbols

２０，１２０，２２０ ハイブリッド自動車、２２ エンジン、２４ エンジンＥＣＵ、２４ａ ＣＰＵ、２４ｂ ＲＯＭ、２４ｃ ＲＡＭ、２６ クランクシャフト、２８ ダンパ、３０ 動力分配統合機構、３１ サンギヤ、３２ リングギヤ、３２ａ リングギヤ軸、３３ ピニオンギヤ、３４ キャリア、３５ 減速ギヤ、４０ モータ用電子制御ユニット（モータＥＣＵ）、４１，４２ インバータ、４３，４４ 回転位置検出センサ、４６ 大気圧センサ、５０ バッテリ、５１ 温度センサ、５２ バッテリ用電子制御ユニット（バッテリＥＣＵ）、５４ 電力ライン、５４ａ 正極母線、５４ｂ 負極母線、５５ 昇圧回路、５７，５８ コンデンサ、５７ａ，５８ａ 電圧センサ、６０ ギヤ機構、６２ デファレンシャルギヤ、６３ａ，６３ｂ 駆動輪、６４ａ，６４ｂ 車輪、７０ ハイブリッド用電子制御ユニット、７２ ＣＰＵ、７４ ＲＯＭ、７６ ＲＡＭ、８０ イグニッションスイッチ、８１ シフトレバー、８２ シフトポジションセンサ、８３ アクセルペダル、８４ アクセルペダルポジションセンサ、８５ ブレーキペダル、８６ ブレーキペダルポジションセンサ、８８ 車速センサ、１２２ エアクリーナ、１２４ スロットルバルブ、１２６ 燃料噴射弁、１２８ 吸気バルブ、１３０ 点火プラグ、１３２ ピストン、１３４ 浄化装置、１３５ａ 空燃比センサ、１３５ｂ 酸素センサ、１３６ スロットルモータ、１３８ イグニッションコイル、１４０ クランクポジションセンサ、１４２ 水温センサ、１４３ 圧力センサ、１４４ カムポジションセンサ、１４６ スロットルバルブポジションセンサ、１４８ エアフローメータ、１４９ 温度センサ、１５０ 可変バルブタイミング機構、１５２ ＥＧＲ管、１５４ ＥＧＲバルブ、１５６ 温度センサ、１５８ 吸気圧センサ、１５９ 吸気管、２３０ 対ロータ電動機、２３２ インナーロータ ２３４ アウターロータ、ＭＧ１，ＭＧ２ モータ、Ｔ１１〜Ｔ１６，Ｔ２１〜Ｔ２６，Ｔ３１，Ｔ３２ トランジスタ、Ｄ１１〜Ｄ１６，Ｄ２１〜Ｄ２６，Ｄ３１，Ｄ３２ ダイオード、Ｌ リアクトル。   20, 120, 220 Hybrid vehicle, 22 engine, 24 engine ECU, 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 46 atmospheric pressure sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit ( Battery ECU), 54 power line, 54a positive bus, 54b negative bus, 55 booster circuit, 57, 58 capacitor, 57a, 58a voltage sensor, 60 gear mechanism, 62 differential gear, 63a, 63 Driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal , 86 Brake pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purifier, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136 Throttle motor 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 14 Throttle valve position sensor, 148 air flow meter, 149 temperature sensor, 150 variable valve timing mechanism, 152 EGR pipe, 154 EGR valve, 156 temperature sensor, 158 intake pressure sensor, 159 intake pipe, 230 to rotor motor, 232 inner rotor 234 outer Rotor, MG1, MG2 motor, T11-T16, T21-T26, T31, T32 transistor, D11-D16, D21-D26, D31, D32 diode, L reactor.

Claims (7)

走行用の動力を出力する電動機と、
前記電動機の近傍に配置されて該電動機近傍の気圧である電動機近傍気圧を検出する電動機近傍気圧検出手段と、
充放電可能な蓄電手段と、
前記蓄電手段からの電力を昇圧して前記電動機に供給する昇圧手段と、
吸気系のスロットル弁の後段に設けられた吸排気混合部に排気の一部を環流する環流装置を備える内燃機関と、
前記吸排気混合部の圧力である吸気圧を検出する吸気圧検出手段と、
システム起動後に最初に前記内燃機関を始動したとき、前記検出された吸気圧が前記内燃機関の始動に伴って変化したときには前記検出された電動機近傍気圧に基づいて最大電圧を設定し、前記検出された吸気圧が前記内燃機関の始動に伴って変化しないときには前記検出された電動機近傍気圧から補正気圧を減じて得られる圧力に基づいて最大電圧を設定する最大電圧設定手段と、
走行に要求される要求駆動力に基づいて前記電動機の駆動指令を設定する駆動指令設定手段と、
前記設定された最大電圧の範囲内で前記設定された駆動指令に基づいて前記電動機に供給すべき目標電圧を設定する目標電圧設定手段と、
前記設定された目標電圧になるよう前記昇圧手段を制御すると共に前記設定された駆動指令により前記電動機が駆動されて前記要求駆動力に基づく駆動力により走行するよう前記電動機と前記内燃機関とを制御する制御手段と、
を備えるハイブリッド車。 An electric motor that outputs driving power;
An electric motor vicinity atmospheric pressure detecting means which is arranged in the vicinity of the electric motor and detects an electric motor vicinity atmospheric pressure which is an atmospheric pressure in the vicinity of the electric motor;
Charge / discharge power storage means;
Boosting means for boosting the electric power from the power storage means and supplying it to the motor;
An internal combustion engine comprising a recirculation device that recirculates a part of the exhaust gas to an intake / exhaust gas mixing portion provided at a subsequent stage of an intake system throttle valve;
An intake pressure detecting means for detecting an intake pressure which is a pressure of the intake / exhaust mixing unit;
When the internal combustion engine is started for the first time after system startup, when the detected intake pressure changes with the start of the internal combustion engine, a maximum voltage is set based on the detected pressure near the motor, and the detected A maximum voltage setting means for setting a maximum voltage based on a pressure obtained by subtracting a corrected atmospheric pressure from the detected atmospheric pressure near the motor when the intake pressure does not change with the start of the internal combustion engine;
Drive command setting means for setting a drive command for the electric motor based on a required driving force required for traveling;
Target voltage setting means for setting a target voltage to be supplied to the electric motor based on the set drive command within the set maximum voltage range;
The booster is controlled so as to be the set target voltage, and the motor and the internal combustion engine are controlled so that the motor is driven by the set driving command and driven by the driving force based on the required driving force. Control means to
A hybrid car with 前記補正気圧は、前記検出された吸気圧の変化が生じてから徐々に小さくなる値として設定されてなる請求項１記載のハイブリッド車。   The hybrid vehicle according to claim 1, wherein the corrected atmospheric pressure is set as a value that gradually decreases after the change in the detected intake pressure occurs. 前記補正気圧は、システム起動時に前記検出された電動機近傍気圧または前記検出された吸気圧が小さいほど大きな値に設定されてなる請求項１または２記載のハイブリッド車。   3. The hybrid vehicle according to claim 1, wherein the corrected atmospheric pressure is set to a larger value as the detected electric motor vicinity atmospheric pressure or the detected intake pressure is smaller when the system is started. 前記制御手段は、システム起動後に最初に前記内燃機関を始動したときに前記検出された吸気圧が前記内燃機関の始動に伴って変化しないときには排気が前記吸排気混合部に環流されるよう前記内燃機関を制御する手段である請求項１ないし３いずれか１つの請求項に記載のハイブリッド車。   The control means controls the internal combustion engine so that exhaust gas is recirculated to the intake / exhaust gas mixing section when the detected intake pressure does not change with the startup of the internal combustion engine when the internal combustion engine is started for the first time after system startup. The hybrid vehicle according to any one of claims 1 to 3, which is means for controlling the engine. 前記内燃機関は、走行用の動力を出力可能に接続されてなる請求項１ないし４いずれか１つの請求項に記載のハイブリッド車。   The hybrid vehicle according to any one of claims 1 to 4, wherein the internal combustion engine is connected to be able to output power for traveling. 前記蓄電手段および前記電動機と電力のやり取りが可能に接続され、前記内燃機関からの動力の少なくとも一部を用いて発電する発電機を備える請求項１ないし５いずれか１つの請求項に記載のハイブリッド車。   The hybrid according to any one of claims 1 to 5, further comprising a generator that is connected so as to be able to exchange electric power with the power storage means and the electric motor, and that generates electric power using at least part of the power from the internal combustion engine. car. 走行用の動力を出力する電動機と、前記電動機の近傍に配置されて該電動機近傍の気圧である電動機近傍気圧を検出する電動機近傍気圧検出手段と、充放電可能な蓄電手段と、前記蓄電手段からの電力を昇圧して前記電動機に供給する昇圧手段と、吸気系のスロットル弁の後段に設けられた吸排気混合部に排気の一部を環流する環流装置を備える内燃機関と、前記吸排気混合部の圧力である吸気圧を検出する吸気圧検出手段と、を備えるハイブリッド車の制御方法であって、
（ａ）システム起動後に最初に前記内燃機関を始動したとき、前記検出された吸気圧が前記内燃機関の始動に伴って変化したときには前記検出された電動機近傍気圧に基づいて最大電圧を設定し、前記検出された吸気圧が前記内燃機関の始動に伴って変化しないときには前記検出された電動機近傍気圧から補正気圧を減じて得られる圧力に基づいて最大電圧を設定し、
（ｂ）走行に要求される要求駆動力に基づいて前記電動機の駆動指令を設定し、
（ｃ）前記設定された最大電圧の範囲内で前記設定された駆動指令に基づいて前記電動機に供給すべき目標電圧を設定し、
（ｄ）前記設定した目標電圧になるよう前記昇圧手段を制御すると共に前記設定した駆動指令により前記電動機が駆動されて前記要求駆動力に基づく駆動力により走行するよう前記電動機と前記内燃機関とを制御する、
ハイブリッド車の制御方法。 An electric motor that outputs motive power for traveling, an electric motor vicinity pressure detecting means that is arranged in the vicinity of the electric motor and detects an electric pressure in the vicinity of the electric motor that is an electric pressure in the vicinity of the electric motor, an electric storage means that can be charged and discharged, and an electric storage means Boosting means for boosting the power of the engine and supplying it to the electric motor, an internal combustion engine comprising a recirculation device for circulating a part of the exhaust in an intake / exhaust mixing section provided at a subsequent stage of an intake system throttle valve, and the intake / exhaust mixing An intake pressure detecting means for detecting an intake pressure that is a pressure of a part, and a hybrid vehicle control method comprising:
(A) When the internal combustion engine is started for the first time after the system is started, when the detected intake pressure changes with the start of the internal combustion engine, a maximum voltage is set based on the detected atmospheric pressure near the motor; When the detected intake pressure does not change with the start of the internal combustion engine, the maximum voltage is set based on the pressure obtained by subtracting the corrected atmospheric pressure from the detected electric motor vicinity pressure,
(B) setting a drive command for the electric motor based on a required driving force required for traveling;
(C) setting a target voltage to be supplied to the electric motor based on the set drive command within the set maximum voltage range;
(D) controlling the step-up means so as to achieve the set target voltage, and driving the electric motor according to the set drive command so that the electric motor and the internal combustion engine travel with a driving force based on the required driving force. Control,
Control method of hybrid vehicle.
JP2008097328A 2008-04-03 2008-04-03 Hybrid car and control method thereof Pending JP2009248680A (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106314125A (en) * 2016-08-19 2017-01-11 福建农林大学 Power synthesis mechanism for range increasing type electric vehicle
CN112302817A (en) * 2020-10-28 2021-02-02 中国第一汽车股份有限公司 Fault diagnosis method, device, equipment and storage medium for air inlet pressure sensor
WO2021145270A1 (en) * 2020-01-14 2021-07-22 株式会社デンソー Vehicular drive control device

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106314125A (en) * 2016-08-19 2017-01-11 福建农林大学 Power synthesis mechanism for range increasing type electric vehicle
WO2021145270A1 (en) * 2020-01-14 2021-07-22 株式会社デンソー Vehicular drive control device
CN112302817A (en) * 2020-10-28 2021-02-02 中国第一汽车股份有限公司 Fault diagnosis method, device, equipment and storage medium for air inlet pressure sensor
CN112302817B (en) * 2020-10-28 2022-11-29 中国第一汽车股份有限公司 Fault diagnosis method, device, equipment and storage medium for air inlet pressure sensor

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