JP2013193587A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To avoid a power circulating state, without lowering fuel economy, in a vehicle including an engine, a first motor and a second motor which are connected via a planetary gear device.SOLUTION: In a vehicle including an engine, a first MG and a second MG which are connected via a planetary gear device, in the case where it is possible to generate a power circulation where a part of power generated by the second MG is consumed by the first MG (YES in S13), an ECU predicts a first MG rotating speed Nm1 in the case where the vehicle is made to travel in an engine charging travel mode for operating the engine in a best fuel consumption state so as to output total power of traveling request power Pa and charging request power Pchg (S14-S16). In the case where an Nm1 predicted value is negative (YES in S17), the ECU makes the vehicle travel in a motor traveling mode (S18) and in the case where the Nm1 predicted value is positive (NO in S17), the ECU makes the vehicle travel in an engine charging traveling mode (S20).

Description

  The present invention relates to an engine, a first motor, and a vehicle including a second motor that are connected via a planetary gear device.

  In JP 2007-99155 A (Patent Document 1), an engine, a first motor, a second motor, a carrier coupled to the engine, a sun gear coupled to the first motor, and a second motor are coupled. In a hybrid vehicle equipped with a planetary gear unit having a ring gear, when traveling at a vehicle speed higher than a predetermined speed, the engine operating state is moved to a higher rotation and lower torque side than the best thermal efficiency state, It has been shown to avoid the occurrence of power circulation in which part of the power generated by the second motor is consumed by the first motor.

JP 2007-99155 A JP 2010-167843 A JP 2007-76645 A JP 2011-148411 A

  However, in the method of Patent Document 1, since the operating state of the engine is moved to a higher rotational speed and lower torque side than the best thermal efficiency state in order to avoid the occurrence of a power circulation state, the power transmission efficiency is improved. On the other hand, the thermal efficiency (engine fuel efficiency) of the engine deteriorates. Therefore, the total energy efficiency (= engine thermal efficiency × power transmission efficiency) may be relatively small, and there is room for further improvement.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to reduce fuel consumption in a vehicle including an engine, a first motor, and a second motor connected via a planetary gear device. It is to avoid the power circulation state without letting.

  A vehicle according to the present invention includes an engine, a battery, a first motor and a second motor that transfer electric power between the battery, an engine, a planetary gear device that connects the first motor and the second motor, an engine, And a control device for controlling the first motor and the second motor. The second motor is coupled to the drive wheels of the vehicle. When there is a possibility that power circulation in which a part of the electric power generated by the second motor is consumed by the first motor may occur, the control device sets the travel request power requested by the user and the charge request power to be charged to the battery. The predicted rotational speed of the first motor when the engine is operated in the best fuel economy state so that the engine outputs the total power is calculated. When the predicted rotational speed of the first motor is included in the non-power circulation region, the control device operates the engine in the best fuel economy state so that the engine outputs the total power, and charges the battery to run the vehicle. If the predicted rotation speed of the first motor is included in the power circulation region, the engine is stopped and the motor is driven to run the vehicle with the power of the second motor.

  Preferably, the planetary gear device is connected to the engine, the sun gear connected to the first motor, the ring gear connected to the second motor, the pinion gear engaged with the sun gear and the ring gear, the pinion gear rotatably supported. Have a good carrier. The non-power circulation region is a positive rotation (including zero rotation) region in which the first motor rotates in the same direction as the rotation direction of the engine. The power circulation region is a negative rotation region in which the first motor rotates in a direction opposite to the rotation direction of the engine.

  Preferably, the control device uses the predicted rotational speed of the engine and the actual rotational speed of the second motor when the engine is operated at the best fuel economy so that the engine outputs the total power, and the planetary gear device is shared. The predicted rotation speed of the first motor is calculated from the relationship of the diagram.

  Preferably, the control device may cause power circulation when the rotation speed of the first motor when the engine is operated in the best fuel consumption state so that the engine outputs the required travel power is included in the power circulation region. Judge that there is.

  Preferably, the control device increases the required charging power as the difference between the target remaining capacity and the actual remaining capacity of the battery increases.

  According to the present invention, in a vehicle including an engine, a first motor, and a second motor connected via a planetary gear device, a power circulation state can be avoided without deteriorating fuel consumption.

1 is an overall block diagram of a vehicle. It is the figure which showed the state of the engine at the time of high-speed cruise driving | running | working, 1st MG, and 2nd MG on the alignment chart of a power split device. It is a figure for demonstrating the power circulation avoidance technique by the example of examination. It is a figure for demonstrating the power circulation avoidance method by this Embodiment. It is a flowchart which shows the process sequence of ECU. It is the figure which showed typically the mode of change of real SOC at the time of applying the power circulation avoidance method by this Embodiment at the time of high-speed cruise traveling, and engine rotational speed Ne.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

  FIG. 1 is an overall block diagram of a vehicle 1 according to an embodiment of the present invention. Referring to FIG. 1, a vehicle 1 includes an engine 10, a first MG (Motor Generator) 20, a second MG 30, a power split device 40, a speed reducer 50, a PCU (Power Control Unit) 60, a battery. 70, a drive wheel 80, and an ECU (Electronic Control Unit) 200.

  Engine 10, first MG 20 and second MG 30 are connected via power split device 40. The vehicle 1 travels with driving force output from at least one of the engine 10 and the second MG 30. The power generated by the engine 10 is divided into two paths by the power split device 40. That is, one is a path that is transmitted to the drive wheels 80 via the speed reducer 50, and the other is a path that is transmitted to the first MG 20.

  Engine 10, first MG 20 and second MG 30 are controlled by a control signal from ECU 200. First MG 20 and second MG 30 are AC rotating electrical machines, for example, three-phase AC synchronous motors.

  1 illustrates a configuration that does not include a reduction gear that reduces the rotational speed of the second MG 30, but the present invention is also applicable to a configuration that includes such a reduction gear.

  Power split device 40 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so as to be capable of rotating, and is connected to the crankshaft of the engine 10. The sun gear is connected to the rotation shaft of the first MG 20. The ring gear is connected to the rotation shaft of second MG 30 and speed reducer 50 via drive shaft 41. As described above, the engine 10, the first MG 20, and the second MG 30 are connected via the power split device 40 including the planetary gear, so that the engine rotational speed Ne, the first MG rotational speed Nm1, and the second MG rotational speed Nm2 are divided into power splits. In the collinear diagram of the device 40, the relationship is a straight line (a relationship in which if two values are determined, the other value is also determined).

  In the present embodiment, the first MG rotation speed Nm1 is a positive value when the first MG 20 is rotating in the same direction as the rotation direction of the engine 10, and the first MG 20 is equal to the rotation direction of the engine 10. It is assumed that the first MG rotation speed Nm1 takes a negative value when in the negative rotation state rotating in the opposite direction.

  PCU 60 converts the DC power stored in battery 70 into AC power that can drive first MG 20 and second MG 30 and outputs the converted AC power to first MG 20 and / or second MG 30. Thereby, first MG 20 and / or second MG 30 are driven by the electric power stored in battery 70. Further, the PCU 60 converts the AC power generated by the first MG 20 and / or the second MG 30 into DC power that can charge the battery 70 and outputs the DC power to the battery 70. Thereby, battery 70 is charged with the electric power generated by first MG 20 and / or second MG 30.

  The battery 70 is composed of a secondary battery containing, for example, nickel metal hydride or lithium ions. Note that a large-capacity capacitor can also be used as the battery 70.

  Further, the vehicle 1 includes a rotation speed sensor 11, resolvers 12 and 13, a vehicle speed sensor 14, an accelerator position sensor 15, and a monitoring sensor 16. The rotational speed sensor 11 detects the engine rotational speed Ne. The resolver 12 detects the first MG rotation speed Nm1. The resolver 13 detects the second MG rotation speed Nm2. The vehicle speed sensor 14 detects the vehicle speed V. The accelerator position sensor 15 detects an accelerator pedal operation amount A by the user. The monitoring sensor 16 detects the state of the battery 70 (voltage, current, temperature, etc. of the battery 70). Each of these sensors transmits a signal representing the detection result to ECU 200.

  The ECU 200 includes a CPU (Central Processing Unit) and a memory (not shown), and is configured to execute predetermined arithmetic processing based on information stored in the memory and information from each sensor.

  The ECU 200 calculates the travel power requested by the user (hereinafter referred to as “travel demand power Pa”) based on the accelerator pedal operation amount A, the vehicle speed V, and the like, and the power corresponding to the travel demand power Pa is output to the drive shaft 41. The engine 10, the first MG 20, and the second MG 30 are controlled as described above.

  The vehicle 1 has a normal travel mode, an engine charging travel mode, and a motor travel mode as travel modes.

  In the normal travel mode, the ECU 200 controls the engine 10 such that, for example, power corresponding to the travel required power Pa is output from the engine 10, and almost all of the power output from the engine 10 is output to the drive shaft 41. The first MG 20 and the second MG 30 are controlled as described above.

  In the engine charging travel mode, the ECU 200 controls the engine 10 so that the engine 10 outputs the total power obtained by adding the power to be charged to the battery 70 (hereinafter referred to as “charge request power Pchg”) to the travel request power Pa. Then, the ECU 200 converts the power corresponding to the charging request power Pchg out of the power output from the engine 10 into electric energy by the first MG 20 and charges the battery 70, and the power corresponding to the remaining travel request power Pa is driven. The first MG 20 and the second MG 30 are controlled so as to be output to the shaft 41.

  In the motor travel mode, the ECU 200 stops the engine 10 and controls the first MG 20 and the second MG 30 so that power corresponding to the travel request power Pa is output to the drive shaft 41. In the motor travel mode, the first MG 20 is controlled to a drag state (a state in which torque is not output).

  In the vehicle 1 having the above configuration, when traveling in a state where the vehicle speed V is higher than a predetermined value (hereinafter also referred to as “high-speed cruise traveling”), a part of the electric power generated by the second MG 30 is generated by the first MG 20. Consumption may cause “power circulation” in which some energy circulates between power (rotational energy) and electric power (electric energy).

  FIG. 2 is a diagram showing the states of the engine 10, the first MG 20, and the second MG 30 during high-speed cruise traveling on the alignment chart of the power split device 40.

  When the engine speed Ne is constant due to the collinear diagram of the power split device 40, the higher the second MG speed Nm2 (that is, the vehicle speed V), the lower the first MG speed Nm1. Therefore, during high-speed cruise traveling at a high vehicle speed V, the first MG rotational speed Nm1 may have to be controlled to a negative value as shown in FIG. In such a case, the first MG 20 is controlled to a negative rotational power running state (a state in which it functions as a motor in the negative rotational region and outputs a torque in the negative direction). At this time, since the sum of the power output from the engine 10 and the power output from the first MG 20 is output to the drive shaft 41, the second MG 30 is in a normal rotation regenerative state (generator in the normal rotation region) to suppress excessive power output. And a state in which a negative torque is output). At this time, a part of the rotational energy output from the engine 10 and the first MG 20 is regenerated as electrical energy by the second MG 30, and the regenerated electrical energy is consumed by the first MG 20 and output as rotational energy. Power circulation occurs. In such power circulation, the efficiency of the first MG 20 and the second MG 30 is multiplied many times, so that the energy efficiency of the vehicle 1 is lowered. Therefore, it is desirable to avoid power circulation.

  As one example for avoiding power circulation, the operating state (engine operating point) of the engine 10 is moved to a higher speed and lower torque side than the fuel efficiency best state (thermal efficiency best state) while maintaining the engine power Pe. Thus, it is conceivable to set the first MG 20 in the forward rotation state.

  FIG. 3 is a diagram for explaining a power circulation avoidance technique according to this examination example. FIG. 3A shows the change in the first MG rotation speed Nm1 according to the study example on the alignment chart, and FIG. 3B shows the change in the engine operating point according to the study example.

  As shown by the arrow in FIG. 3B, in this examination example, the engine operating point is moved from a point on the fuel efficiency best line along a Pe constant curve (a curve in which Ne × Te becomes constant) at a high rotation and low torque side. Move to a point.

  If it does in this way, as shown to FIG. 3 (A), while maintaining engine power Pe, engine rotational speed Ne can be raised and 1st MG20 can be made into a normal rotation state. Therefore, it is possible to control the first MG 20 to be in a positive rotation regeneration state (a state in which it functions as a generator in the positive rotation region and outputs torque in the negative direction) or in a positive rotation drag state (a state in which torque is not output in the positive rotation region). It becomes. As a result, the first MG 20 is not in the power running state, so that power circulation can be avoided.

  However, in this study example, the engine operating point is moved to a higher speed and lower torque side than the fuel efficiency best line, so that the power transmission efficiency is improved while the engine fuel efficiency is reduced. For this reason, the total energy efficiency (= engine thermal efficiency × power transmission efficiency) is slightly improved.

  Therefore, the ECU 200 according to the present embodiment operates the engine 10 in the best fuel consumption state so that the engine 10 outputs the total power of the travel request power Pa and the charge request power Pchg when power circulation may occur. A predicted value of the first MG rotation speed Nm1 is calculated. When the predicted value of first MG rotation speed Nm1 is included in the normal rotation region (non-power circulation region) including zero rotation, ECU 200 causes vehicle 1 to travel in the “engine charging travel mode” described above. That is, the ECU 200 causes the vehicle 1 to travel while charging the battery 70 by operating the engine 10 on the fuel efficiency best line so that the engine 10 outputs the total power of the travel request power Pa and the charge request power Pchg. On the other hand, when the predicted value of first MG rotation speed Nm1 is included in the negative rotation region (power circulation region), ECU 200 causes vehicle 1 to travel in the “motor travel mode” described above. That is, ECU 200 stops engine 10 and controls second MG 30 so that power corresponding to travel request power Pa is output to drive shaft 41, and drags first MG 20 into a dragged state (a state in which torque is not output). Control. The point of avoiding power circulation avoidance by such a method is the most characteristic point of the present embodiment.

  FIG. 4 is a diagram for explaining a power circulation avoidance technique according to the present embodiment. FIG. 4A shows a change in the first MG rotation speed Nm1 on the nomograph when the “engine charging travel mode” is selected in the power circulation avoidance method according to the present embodiment. FIG. 4B shows changes in the engine operating point when the “engine charging travel mode” is selected in the power circulation avoidance method according to the present embodiment.

  The ECU 200 performs the first MG rotation when the engine 10 is operated on the fuel efficiency best line so that the engine power Pe becomes the total power of the travel request power Pa and the charge request power Pchg when power circulation may occur. A predicted value of the speed Nm1 is calculated. Specifically, the ECU 200 calculates an engine rotation speed Ne determined by an intersection P2 (see FIG. 4B) between a curve that is constant at Pe = Pa + Pchg and the fuel efficiency best line, and the calculated engine rotation speed Ne. A first MG rotation speed Nm1 corresponding to the current second MG rotation speed Nm2 (vehicle speed V) is calculated using the nomographic relationship of power split device 40. Then, as shown in FIG. 4A, the ECU 200 determines that the calculated first MG rotation speed Nm1 is included in the normal rotation (including zero rotation) region (when Nm1 ≧ 0), “engine charging travel mode” And the engine 10 is driven on the fuel efficiency best line so that Pe = Pa + Pchg is actually satisfied, and the vehicle 1 is driven while the battery 70 is charged. Thereby, not only the first MG 20 is in the normal rotation state and the power circulation state is avoided, but also the deterioration of fuel consumption can be avoided because the engine 10 is operated in the best fuel consumption state. The added charging request power Pchg can be converted into electric energy by the first MG 20 and charged in the battery 70 (can be consumed as traveling power by the second MG 30). Therefore, the power output from the engine 10 can be used effectively without waste.

  On the other hand, when calculated first MG rotation speed Nm1 is included in the negative rotation region (when Nm1 <0), ECU 200 selects “motor running mode” to stop engine 10 and drag first MG 20. To control. As a result, the first MG 20 is in the negative rotation state but is not in the power running state, so that the power circulation state is avoided. Furthermore, since the engine 10 is stopped, the fuel consumption deterioration of the engine 10 can be avoided.

  FIG. 5 is a flowchart showing a processing procedure of ECU 200 for realizing the power circulation avoidance technique according to the present embodiment. This flowchart is repeatedly executed at a predetermined cycle.

  In step (hereinafter, step is abbreviated as “S”) 10, ECU 200 obtains vehicle information such as accelerator pedal operation amount A and vehicle speed V.

  In S11, ECU 200 calculates travel request power Pa. For example, ECU 200 stores in advance a map that defines the correspondence relationship between accelerator pedal operation amount A and vehicle speed V and travel required power Pa, and uses this map to correspond to actual accelerator pedal operation amount A and vehicle speed V. The required travel power Pa is calculated.

  In S12, ECU 200 calculates required charging power Pchg. The ECU 200 increases the required charging power Pchg as the difference between the target remaining capacity of the battery 70 (hereinafter referred to as “target SOC”) and the actual remaining capacity of the battery 70 (hereinafter referred to as “real SOC”) increases. For example, the ECU 200 calculates the required charging power Pchg by the following equation (1).

Pchg = K1 × (target SOC−actual SOC) (1)
Here, “K1” is a predetermined coefficient (K1> 0). The “target SOC” may be a fixed value or a variable value. The “real SOC” can be calculated using the detection result of the monitoring sensor 16. Specific methods for calculating the actual SOC include various known methods such as a method of calculating using the relationship between the open circuit voltage (OCV) of the battery 70 and the SOC, and a method of calculating by integrating the current of the battery 70. Techniques can be used.

  In S13, ECU 200 determines whether there is a possibility of power circulation. For example, the ECU 200 calculates the engine rotation speed Ne determined by the intersection P1 (see FIG. 4B) between the curve where Pe = Pa and the fuel efficiency best line, and the calculated engine rotation speed Ne and the current second MG rotation. First MG rotation speed Nm1 corresponding to speed Nm2 (vehicle speed V) is calculated using the nomographic relationship of power split device 40. ECU 200 determines that power circulation may occur when calculated first MG rotation speed Nm1 is included in the negative rotation region (when Nm1 <0), and power circulation may occur otherwise. It is determined that there is no sex.

  If there is no possibility of power circulation (NO in S13), this process is terminated. In this case, for example, the normal travel mode is selected. That is, the first MG 20 and the second MG 30 are controlled so that the engine 10 is operated on the fuel efficiency optimal line so that Pe = Pa, and Pa is output to the drive shaft 41.

  On the other hand, if there is a possibility of power circulation (YES in S13), ECU 200 assumes in S14-S16 that vehicle 1 has traveled in the engine charging travel mode (the engine operating point is shown in FIG. 4B). The first MG rotational speed Nm1 at the intersection point P2 shown in FIG. Specifically, the ECU 200 sets the required engine power Pe to Pa + Pchg at S14, and at S15, the intersection P2 between the curve that becomes constant at Pe = Pa + Pchg and the fuel efficiency best line (FIG. 4B). The engine rotation speed Ne determined by (see) is calculated, and in S16, the first MG rotation speed Nm1 corresponding to the calculated engine rotation speed Ne and the current second MG rotation speed Nm2 (vehicle speed V) is determined by the power split device 40. Calculate using the nomograph relationship. The first MG rotational speed Nm1 calculated in the process of S16 is a predicted value of the first MG rotational speed Nm1 when it is assumed that the vehicle 1 has traveled in the engine charging travel mode.

  In S17, ECU 200 determines whether or not the predicted value of first MG rotation speed Nm1 is included in the negative rotation region (whether Nm1 <0).

  When the predicted value of first MG rotation speed Nm1 is included in the negative rotation region (YES in S17), ECU 200 moves the process to S18 and causes vehicle 1 to travel in the motor travel mode. Thereby, since 1st MG20 will be in a drag state (it will not be in a power running state), a power circulation state is avoided. Moreover, since the engine 10 is stopped, the fuel consumption deterioration of the engine 10 can also be avoided.

  On the other hand, when predicted value of first MG rotation speed Nm1 is included in the normal rotation (including zero rotation) region (NO in S17), ECU 200 determines in S19 that the predicted value of first MG rotation speed Nm1 is a predetermined value α. It is determined whether or not (α> 0).

  If the predicted value of first MG rotation speed Nm1 is higher than predetermined value α (YES in S19), ECU 200 moves the process to S20 and causes vehicle 1 to travel in the engine charging travel mode. Thereby, the first MG 20 can be rotated in the forward rotation state while the engine 10 is operated on the optimum fuel consumption line, and the power circulation state can be avoided. Of the power output by the engine 10, power corresponding to the travel request power Pa is output to the drive shaft 41, and power corresponding to the charge request power Pchg is charged to the battery 70. Therefore, the power output from the engine 10 can be used effectively without waste.

  On the other hand, when predicted value of first MG rotation speed Nm1 is lower than predetermined value α (NO in S19), ECU 200 maintains the current travel mode in S21. Note that the processes of S19 and S21 are processes for providing hysteresis in switching between the motor travel mode and the engine charge travel mode. Therefore, when no hysteresis is provided, the processes of S19 and S21 may be omitted.

  FIG. 6 is a diagram schematically showing how the actual SOC and the engine rotational speed Ne change when the power circulation avoidance method according to the present embodiment is applied during high-speed cruise traveling.

  When the engine charging travel mode is selected at time t1, the battery 70 is charged with power corresponding to the charge required power Pchg (= K1 × (target SOC−actual SOC)), so that the actual SOC increases and is actually increased. The difference between the SOC and the target SOC is gradually reduced. Therefore, the required charging power Pchg is reduced, and Pe = Pa + Pchg is also reduced. Along with this, the engine rotational speed Ne determined at the intersection P2 (see FIG. 4B) between the curve that becomes constant at Pe = Pa + Pchg and the fuel efficiency best line decreases, so the predicted value of the first MG rotational speed Nm1 also decreases. To go. When the predicted value of the first MG rotation speed Nm1 changes to a negative value at time t2, the engine 10 is stopped and switched to the motor travel mode.

  When switched to the motor travel mode, the vehicle 1 travels with the power of the second MG 30 (the power of the battery 70), so the actual SOC decreases relatively quickly, and the difference between the actual SOC and the target SOC increases. Along with this, the required charging power Pchg increases and Pe = Pa + Pchg also increases, so the predicted value of the first MG rotation speed Nm1 also increases. Then, when the predicted value of the first MG rotation speed Nm1 changes to a positive value again at time t3, the engine charging travel mode is resumed.

  Similarly, after time t3, the engine charging travel mode and the motor travel mode are alternately repeated. Thereby, the actual SOC can be maintained and fuel consumption can be improved while avoiding the power circulation state.

  As described above, the ECU 200 according to the present embodiment makes the engine 10 have the best fuel efficiency so that the engine 10 outputs the total power of the travel request power Pa and the charge request power Pchg when there is a possibility of power circulation. A predicted value of the first MG rotation speed Nm1 when operating in the state is calculated. When the predicted value of first MG rotational speed Nm1 is included in the positive rotation (including zero rotation) region, ECU 200 causes vehicle 1 to travel in the engine charging travel mode, and the predicted value of first MG rotational speed Nm1 is negative rotation. When included in the region, the vehicle 1 is caused to travel in the motor travel mode. Therefore, a power circulation state can be avoided without deteriorating fuel consumption.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 1 Vehicle, 10 Engine, 11 Rotational speed sensor, 12, 13 Resolver, 14 Vehicle speed sensor, 15 Accelerator position sensor, 16 Monitoring sensor, 20 1st MG, 30 2nd MG, 40 Power split device, 41 Drive shaft, 50 Reducer, 70 battery, 80 drive wheels, 200 ECU.

Claims (5)

Engine,
Battery,
A first motor and a second motor that exchange electric power with the battery;
A planetary gear device connecting the engine, the first motor and the second motor;
A control device for controlling the engine, the first motor and the second motor;
The second motor is coupled to a drive wheel of the vehicle;
When there is a possibility that a power circulation in which a part of the electric power generated by the second motor is consumed by the first motor may occur, the control device may request a travel request power requested by a user and a charge to be charged to the battery. A predicted rotational speed of the first motor when the engine is operated in the best fuel economy state so that the engine outputs a total power with a required power, and the predicted rotational speed of the first motor is a non-power circulation region And the engine is operated in the best fuel consumption state so that the engine outputs the total power, and the vehicle is run while charging the battery, and the estimated rotational speed of the first motor is performed. When the vehicle is included in the power circulation region, the vehicle travels by a motor that stops the engine and causes the vehicle to travel with the power of the second motor. The planetary gear device includes a sun gear connected to the first motor, a ring gear connected to the second motor, a pinion gear that engages with the sun gear and the ring gear, and a pinion gear that rotatably supports the pinion gear. A carrier connected to the engine,
The non-power circulation region is a positive rotation region in which the first motor rotates in the same direction as the rotation direction of the engine,
The vehicle according to claim 1, wherein the power circulation region is a negative rotation region in which the first motor rotates in a direction opposite to a rotation direction of the engine.   The control device uses the predicted rotational speed of the engine and the actual rotational speed of the second motor when the engine is operated in the best fuel consumption state so that the engine outputs the total power. The vehicle according to claim 2, wherein a predicted rotation speed of the first motor is calculated from a collinear diagram of the planetary gear device.   The control device includes the power circulation when the rotational speed of the first motor when the engine is operated in the fuel efficiency best state so that the engine outputs the required travel power is included in the power circulation region. The vehicle according to claim 2, wherein the vehicle is determined to be likely to occur.   The vehicle according to claim 1, wherein the control device increases the required charging power as the difference between the target remaining capacity and the actual remaining capacity of the battery increases.

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