JP2014187770A - Electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicle in which elements of an inverter and a motor cable are prevented from being overheated by towing.SOLUTION: The electric vehicle, when towed together with rotation (driven) by grounding driving wheels connected to a motor, actuates a cooling device for cooling the motor and an inverter (S120); when a power generation amount P based on back-emf voltage of the motor reaches the threshold Wref or more, emits a security horn alarm (S190); and thereafter, when continuously towed, imparts off and on (intermittently) braking force to the driving wheels (S230). This allows a driver and a crewmember in a towing vehicle to be informed more surely of abnormality of a towed vehicle so that the driver and the crewmember in the towing vehicle recognize the abnormality and stop the towing vehicle, thereby preventing elements of an inverter and a motor cable from being overheated.

Description

  The present invention relates to an electric vehicle, and more specifically, uses a motor driven by an inverter, a cooling device that cools the inverter, a brake device that can apply a braking force to a drive wheel regardless of a brake operation, and a predetermined sound. The present invention relates to an electric vehicle including a notification device that performs notification outside the vehicle.

  Conventionally, this type of electric vehicle includes a housing and an oil housing for lubricating cooling fluid that lubricates and cools the motor when the motor is rotated by traction while a one-phase short circuit failure has occurred in the inverter that drives the motor. A valve that opens an on-off valve attached to a chamber has been proposed (see, for example, Patent Document 1). In this electric vehicle, the on-off valve is opened so that the lubricating cooling fluid does not overheat even if the coil end of the motor overheats.

  Further, there has been proposed a system that applies a braking force to the driving wheel and the driven wheel when a closed circuit abnormality occurs in which a closed circuit including a part of the switching element of the inverter that drives the motor is generated and the ignition is turned off. (For example, refer to Patent Document 2). In this electric vehicle, by applying a braking force to the driving wheel and the driven wheel, current is prevented from flowing through the closed circuit due to the rotation of the motor that is pulled when the closed circuit abnormality occurs. .

JP 2011-244588 A JP2012-095400A

  However, in the above-described electric vehicle, even if no abnormality occurs in the inverter, when the motor rotates as the driving wheel rotates due to towing, the electric power generated by the counter electromotive voltage of the motor causes the inverter elements and the motor cable. Current flows, the inverter element and motor cable are overheated, and the element and cable may be damaged.

  The electric vehicle of the present invention is mainly intended to suppress overheating of an inverter element and a motor cable by traction.

  The electric vehicle of the present invention employs the following means in order to achieve the main object described above.

The electric vehicle of the present invention is
A motor coupled to the drive wheel; an inverter for driving the motor; a cooling device for cooling at least the inverter; a brake device capable of applying a braking force to the drive wheel regardless of a brake operation; An electric vehicle comprising a notification device that performs notification using sound outside the vehicle,
When the vehicle is pulled with the driven wheel being driven, the cooling device is controlled so that the inverter is cooled, and the predetermined sound is used when the electric power generated by the motor reaches a predetermined electric energy. Control means for controlling the brake device so that a braking force acts intermittently on the drive wheel when the vehicle is being pulled after the notification by the notification device;
It is characterized by providing.

  In the electric vehicle of the present invention, the cooling device is controlled so that the inverter is cooled when the vehicle is pulled with the driven wheels being driven. Thereby, the overheating of the element of an inverter and a motor cable can be suppressed. Then, the notification device is controlled so that notification using a predetermined sound is performed when the amount of power generated by the motor reaches or exceeds the predetermined power amount. Here, the predetermined amount of electric power is determined by experiments or the like as the amount of electric power necessary for heating the elements of the inverter and the motor cable to a temperature that is slightly lower than the allowable upper limit temperature. Therefore, when the motor rotates due to the rotation of the driving wheel due to traction, and the amount of power generated by the back electromotive force of the motor reaches a predetermined power amount or more, the inverter element and the motor cable may be overheated. The used notification is performed. Since such notification is performed outside the vehicle, it is possible to notify the driver and the occupant of the vehicle that is pulling this notification, and to interrupt or stop the traction to suppress overheating of the inverter elements and the motor cable. Further, when the vehicle is being pulled after the notification by the notification device, the brake device is controlled so that the braking force is intermittently applied to the drive wheels. In this way, when braking force is applied intermittently to the drive wheels, this braking force also acts on the vehicle being towed, so there is an abnormality in the vehicle being towed by the driver or occupant of the towed vehicle. Can be informed.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 5 is a flowchart showing an example of a traction mode processing routine executed by an HVECU 70.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, an engine, and the like. A planetary gear 30 having a carrier connected to the crankshaft 26 and a ring gear connected to a drive shaft 36 connected to the drive wheels 38a and 38b via a differential gear 37, and a rotor configured as a synchronous generator motor. Motor MG1 connected to the sun gear of planetary gear 30, motor MG2 configured as a synchronous generator motor and having a rotor connected to drive shaft 36, and an inverter that drives motors MG1 and MG2 by switching of a plurality of switching elements (not shown) 41, 42 and Inva A motor electronic control unit (hereinafter referred to as a motor ECU) 40 for driving and controlling the motors MG1 and MG2 by switching control of the plurality of switching elements 41 and 42, and an inverter 41 configured as, for example, a lithium ion secondary battery. , 42, the battery 50 that exchanges power with the motors MG1, MG2, the battery electronic control unit (hereinafter referred to as battery ECU) 52 that manages the battery 50, and the motors MG1, MG2 and the inverters 41, 42 are cooled. A cooling device 60, a brake actuator 92 for controlling the brakes of the front wheels 38a, 38b and the rear wheels 39a, 39b, and a hybrid electronic control unit (hereinafter referred to as HVECU) 70 for controlling the entire vehicle are provided.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position that detects the coolant temperature Tw from the coolant temperature sensor 23 that detects the coolant temperature of the engine 22 and the rotational position of the crankshaft 26. The crank position θcr from the sensor, the in-cylinder pressure Pin from the pressure sensor mounted in the combustion chamber, the intake valve that performs intake and exhaust to the combustion chamber, and the cam position sensor that detects the rotational position of the camshaft that opens and closes the exhaust valve Cam position θca, throttle position TP from a throttle valve position sensor for detecting the position of the throttle valve, intake air amount Qa from an air flow meter attached to the intake pipe, intake air temperature Ta from a temperature sensor also attached to the intake pipe To the exhaust system The air-fuel ratio AF from the attached air-fuel ratio sensor, the oxygen signal O2 from the oxygen sensor attached to the exhaust system, and the like are input via the input port, and the engine ECU 24 drives the engine 22. Various control signals, for example, the drive signal to the fuel injection valve, the drive signal to the throttle motor that adjusts the position of the throttle valve, the control signal to the ignition coil integrated with the igniter, the change of the opening and closing timing of the intake valve A control signal or the like to a possible variable valve timing mechanism is output via an output port. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 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 a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 includes signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. The phase current applied to the motors MG1 and MG2 detected by the current sensor not input is input via the input port, and the motor ECU 40 receives a switching control signal to the switching elements (not shown) of the inverters 41 and 42. It is output via the output port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor 51a installed between terminals of the battery 50 or an electric power line connected to an output terminal of the battery 50. The charging / discharging current Ib from the received current sensor 51b, the battery temperature Tb from a temperature sensor (not shown) attached to the battery 50, and the like are input, and data on the state of the battery 50 is transmitted to the HVECU 70 by communication as necessary. To do. Further, in order to manage the battery 50, the battery ECU 52 is a power storage that is a ratio of the capacity of the electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor. The ratio SOC is calculated, and 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 calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  Cooling device 60 is disposed at the foremost part of an engine room (not shown), radiator 62 that performs heat exchange between cooling water (LLC (long life coolant)) and outside air, radiator 62 is disposed, and motors MG1, MG2 and inverter 41, A cooling passage that circulates cooling water for cooling with 42 and an electric pump 66 that pumps the cooling water so that the cooling water circulates in the circulation passage 64. Water is circulated in the order of the inverters 41 and 42 and the motors MG1 and MG2, whereby the switching elements of the inverters 41 and 42 and the motors MG1 and MG2 are cooled.

  The brake actuator 92 has a braking force according to the share of the brake in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 90 and the vehicle speed V generated according to the depression of the brake pedal. Brake wheel cylinder so that the braking force acts on the front wheels 38a, 38b and the rear wheels 39a, 39b regardless of whether the brake wheel cylinders 96a to 96d act on the rear wheels 39a, 39b or the brake pedal is depressed. The hydraulic pressures of 96a to 96d can be adjusted. Hereinafter, the braking force applied to the front wheels 38a and 38b and the rear wheels 39a and 39b by the operation of the brake actuator 92 may be referred to as a hydraulic brake. The brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94. The brake ECU 94 outputs signals such as wheel speeds Vdr, Vdl, Vnr, Vnl from the wheel speed sensors 98a to 98d attached to the front wheels 38a, 38b and the rear wheels 39a, 39b, and a steering angle from a steering angle sensor (not shown). Anti-lock brake system (ABS) control that prevents any of the front wheels 38a, 38b and the rear wheels 39a, 39b from slipping due to locking when the driver depresses the brake pedal. Traction control (TRC) that prevents any of the front wheels 38a, 38b and the rear wheels 39a, 39b from slipping when the vehicle is stepped on, and attitude maintenance control (VSC) that maintains the attitude when the vehicle is turning. ) And other vehicle behavior stabilization control. The brake ECU 94 is in communication with the HVECU 70, and controls the drive of the brake actuator 92 by a control signal from the HVECU 70, and outputs data related to the state of the brake actuator 92 to the HVECU 70 as necessary.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. In the HVECU 70, the motor cooling water temperature from the temperature sensor 69 that detects the rotation speed Np of the electric pump 66 from the rotation speed sensor 66a that detects the rotation speed of the electric pump 66 of the cooling device 60 and the cooling water temperature of the cooling device 60 is provided. TL, an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, an accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, The brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. Further, from the HVECU 70, a control signal to the electric pump 66 of the cooling device 60, a notification signal to the security horn 89, and the like are output via an output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the brake ECU 94 via a communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. .

  In the hybrid vehicle 20 of the embodiment configured in this way, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver, 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 Tr * is output to the drive shaft 36. As the 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 the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. The torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the battery 50 is met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2. The required power is output to the drive shaft 36 with conversion. Charge-discharge drive mode for driving and controlling the motors MG1 and MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode. The hybrid vehicle 20 of the embodiment travels with the intermittent operation of the engine 22 under conditions such as the intermittent operation of the engine 22 is not prohibited. In this case, when the required power Pe * (described later) required for the engine 22 during traveling in the engine operation mode becomes less than a predetermined intermittent stop threshold Pstop, the operation of the engine 22 is stopped and the motor is stopped. When the required power Pe * required for the engine 22 becomes greater than the stop threshold value Pstop as a value larger than the stop threshold value Pstop while the vehicle is moving in the operation mode and running in the motor operation mode, the engine 22 To start the engine operation mode.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when being towed will be described. FIG. 2 is a flowchart showing an example of a traction mode processing routine executed by the HVECU 70.

  When the traction mode processing routine is executed, first, the HVECU 70 inputs the wheel speeds Vdr, Vdl, Vnr, Vnl (step S100), and the rear wheels 39a, Vnl based on the input wheel speeds Vdr, Vdl, Vnr, Vnl. It is determined whether or not traction is being performed by lifting 39b (step S110). Here, the wheel speeds Vdr, Vdl, Vnr, and Vnl detected by the wheel speed sensors 98a to 98d are input from the brake ECU 94 by communication. The determination as to whether the rear wheels 39a, 39b are lifted or not is performed by, for example, averaging the wheel speeds Vdr, Vdl of the front wheels 38a, 38b and the wheel speeds Vnr, Vnl of the rear wheels 39a, 39b. When the difference from the average value is a predetermined value or more and the average value of the wheel speeds Vnr and Vnl of the rear wheels 39a and 39b is 0, the rear wheels 39a and 39b are lifted and pulled. It can be performed by determining that it is. When the rear wheels 39a and 39b are lifted and are not pulled, this routine ends.

  When the rear wheels 39a and 39b are pulled and pulled, that is, when the front wheels 38a and 38b are pulled (driven), the motors MG1 and MG2 and the inverters 41 and 42 are cooled. Then, the electric pump 66 of the cooling device 60 is driven (step S120). When the rear wheels 39a and 39b are pulled and pulled, the front wheels 38a and 38b are grounded and driven to rotate, so that the motor MG2 rotates and the motor MG1 also rotates, and the back electromotive force is applied to the motor MG2 and the motor MG1. Will occur. At this time, the inverters 41 and 42 are shut down, but the AC power based on the back electromotive voltage of the motor MG2 or the motor MG1 is rectified by the diode paired with the switching element to become DC power, and the battery 50 is charged. The elements and motor cables of the inverters 41 and 42 are heated by the generated power based on the back electromotive voltage, but the elements and motor cables of the inverters 41 and 42 are cooled by operating the cooling device 60 in step S120.

  After the cooling device 60 is operated, it is determined whether or not the rear wheels 39a and 39b are lifted based on the wheel speeds Vdr, Vdl, Vnr, and Vnl and the traction is continued (steps S130 and S140). When the rear wheels 39a, 39b are lifted and the traction continues, the process of inputting the charging current Ib of the battery 50 and the voltage Vb between the terminals of the battery 50 (step S150), the input charging current Ib and the voltage A process of calculating the generated power P of the motor MG2 and the motor MG1 by the product of Vb (step S160), and a process of calculating the generated power amount W by integrating the generated power P multiplied by the process repetition time Δt (step S170). ), A process of comparing whether or not the generated power amount W is equal to or greater than the threshold value Wref (step S180). Here, the threshold value Wref is determined by an experiment or the like as an amount of electric power necessary for heating the elements of the inverters 41 and 42 and the motor cables of the motors MG1 and MG2 to a temperature slightly lower than the allowable upper limit temperature. It is. If the rear wheels 39a and 39b are lifted and no traction is performed during the execution of such repeated processing, the operation of the cooling device 60 is stopped (step S240), and this routine is terminated.

  When the repetitive process is executed and the generated power amount W reaches or exceeds the threshold value Wref, an affirmative determination is made in step S180 and the security horn 89 is notified (step S190). Thereby, it is possible to notify the driver of the towed vehicle or the occupant of the abnormality of the towed vehicle. If the driver or the occupant of the towed vehicle notices such an abnormality and stops the vehicle, the rotation of the front wheels 38a and 38b stops, so that further heating of the elements of the inverters 41 and 42 and the motor cable is suppressed. be able to.

  When the security horn 89 is issued, it waits for a predetermined time to elapse (step S200), and the rear wheels 39a, 39b based on the wheel speeds Vdr, Vdl, Vnr, Vnl are lifted and the traction is continued. (Steps S210 and S220), and when the rear wheels 39a and 39b are lifted and not pulled, the operation of the cooling device 60 is stopped (step S240), and this routine is terminated. . Here, the predetermined time is a time required to stop the traveling of the towed vehicle, and for example, 3 seconds or 5 seconds can be used. On the other hand, when the rear wheels 39a and 39b are lifted and the traction is continued, the brake ECU 94 is controlled to drive the brake actuator 92 so as to intermittently apply the braking force to the front wheels 38a and 38b. A signal is output (step S230), and this routine is terminated. When braking force is intermittently applied to the front wheels 38a, 38b, this braking force also acts on the towing vehicle, so that the driver of the towing vehicle and the vehicle being towed by the occupant Abnormalities can be notified. If the driver or the occupant of the towed vehicle notices such an abnormality and stops the vehicle, the rotation of the front wheels 38a and 38b stops, so that further heating of the elements of the inverters 41 and 42 and the motor cable is suppressed. be able to.

  According to the hybrid vehicle 20 of the embodiment described above, when the front wheels 38a and 38b as drive wheels to which the motor MG1 and the motor MG2 are connected are pulled with the rotation (driven) due to ground contact, the motors MG1 and MG2 By driving the electric pump 66 of the cooling device 60 that cools the inverters 41 and 42 to operate the cooling device 60, it is possible to suppress overheating of the elements of the inverters 41 and 42 and the motor cables of the motors MG1 and MG2. it can. When the traction accompanied by the follow-up of the front wheels 38a and 38b is continued and the generated power amount P based on the counter electromotive voltage of the motors MG1 and MG2 reaches the threshold value Wref or more, the security horn 89 is notified. The abnormality of the vehicle being towed can be notified to the driver of the towed vehicle or the occupant. Furthermore, when the traction accompanied by the follower of the front wheels 38a and 38b is continued even when the security horn 89 is triggered, the brake actuator 92 is driven so as to apply a braking force intermittently to the front wheels 38a and 38b. By doing so, it is possible to notify the driver of the towed vehicle or the occupant of the abnormality of the towed vehicle. Thereby, it is possible to notify the abnormality of the vehicle being towed to the driver or the occupant of the vehicle being towed more reliably. Of course, the driver or the occupant of the vehicle who is pulling the abnormality of the vehicle being pulled by reporting the security horn 89 or applying intermittent braking force to the front wheels 38a and 38b recognizes and stops the vehicle. Thus, further heating of the elements of the inverters 41 and 42 and the motor cable can be suppressed, and damage due to overheating of the elements of the inverters 41 and 42 and the motor cable can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when the traction accompanied by the follower of the front wheels 38a and 38b is continued and the generated power amount P based on the counter electromotive voltage of the motor MG1 or the motor MG2 reaches the threshold value Wref or more, the security horn 89 is generated. However, it is also possible to issue a sound from a sound other than the security horn 89, for example, from a horn.

  The hybrid vehicle 20 of the embodiment is configured as a hybrid vehicle including the engine 22, the planetary gear 30, the motor MG1, and the motor MG2. However, any hybrid vehicle may be used as long as the motor can be driven, and the engine is mounted. It does not matter as a configuration of the electric vehicle that does not.

  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 motors MG1 and MG2 correspond to “motors”, the inverters 41 and 42 correspond to “inverters”, the cooling device 60 corresponds to “cooling device”, the brake master cylinder 90, the brake actuator 92, The brake ECU 94, the brake wheel cylinders 96a to 96d, and the like correspond to the “brake device”, the security horn 89 corresponds to the “notification device”, and the HVECU 70 that executes the traction mode processing routine of FIG. 2 corresponds to the “control unit”. .

  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. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. 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.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of electric vehicles.

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 52 Battery electronic control unit (battery ECU), 60 Cooling device, 62 Radiator, 64 Circulation flow path, 66 Electric pump, 66a Rotation speed sensor, 69 Temperature Sensor, 70 Hybrid electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accel pedal, 84 Accel pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 89 Security horn, 90 Brake master cylinder, 92 Brake actuator, 94 Brake electronic control unit (brake ECU), 96a to 96d Brake wheel cylinder, 98a to 98d Wheel speed sensor , MG1, MG2 motors.

Claims (1)

A motor coupled to the drive wheel; an inverter for driving the motor; a cooling device for cooling at least the inverter; a brake device capable of applying a braking force to the drive wheel regardless of a brake operation; An electric vehicle comprising a notification device that performs notification using sound outside the vehicle,
When the vehicle is pulled with the driven wheel being driven, the cooling device is controlled so that the inverter is cooled, and the predetermined sound is used when the electric power generated by the motor reaches a predetermined electric energy. Control means for controlling the brake device so that a braking force acts intermittently on the drive wheel when the vehicle is being pulled after the notification by the notification device;
An electric vehicle comprising: