JP2016132263A - Hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To further suppress the overcharging of a battery.SOLUTION: When a power storage ratio SOC of a battery reaches a threshold Sref1 or higher (S120) in the middle of the traveling of a vehicle at a direct traveling mode for controlling an engine and a first motor so that the vehicle travels by only the direct traveling torque of the engine since power cannot be inputted and outputted to/from a drive shaft from a second motor, parking proposal information for promoting a driver to park the vehicle is notified (S130). Then, when the vehicle is parked thereafter (S150, S160), the fuel injection of the engine is stopped, and the engine and the first motor are controlled so that the engine is motored by the first motor, thus discharging the battery.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle including an engine, a planetary gear, first and second motors, a battery, and notification means.

  Conventionally, this type of hybrid vehicle has been proposed to include an engine, a power distribution and integration mechanism (planetary gear mechanism), first and second motors, first and second inverters, and a battery. (For example, refer to Patent Document 1). Here, the rotor of the first motor is connected to the sun gear of the power distribution and integration mechanism. The crankshaft of the engine is connected to the carrier of the power distribution and integration mechanism. A drive shaft coupled to the drive wheel and a rotor of the second motor are connected to the ring gear of the power distribution and integration mechanism. The first and second inverters drive the first and second motors. The battery exchanges power with the first and second motors via the first and second inverters. In this hybrid vehicle, when an abnormality occurs in the second motor or the second inverter, the torque is output to the drive shaft by maintaining the engine speed at the target speed and outputting the generated torque from the first motor. Thus, the engine and the first motor are controlled. At this time, the auxiliary machine is controlled so that the power generated by the first motor is consumed by the auxiliary machine instead of the second motor. As a result, the battery is prevented from being overcharged.

JP 2006-14386 A

  However, in the hybrid vehicle described above, when the power generated by the first motor cannot be sufficiently consumed by the auxiliary machine, the surplus power (electric power that cannot be consumed by the auxiliary machine) is charged to the battery. For this reason, if the state continues, the battery may be overcharged.

  The main purpose of the hybrid vehicle of the present invention is to further suppress the battery from being overcharged.

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

The hybrid vehicle of the present invention
Engine,
A first motor capable of inputting and outputting power;
Three rotating elements are connected to the rotating shaft of the first motor, the output shaft of the engine, and the driving shaft connected to the axle so that the rotating shaft, the output shaft, and the driving shaft are arranged in this order in the alignment chart. Planetary gear,
A second motor capable of inputting and outputting power to the drive shaft;
A battery capable of exchanging electric power with the first motor and the second motor;
An informing means for informing the information;
When power cannot be input / output from the second motor to the drive shaft, the vehicle travels only by the torque output from the engine to the drive shaft via the planetary gear with the output of power generation torque from the first motor. Control means for executing a predetermined control for controlling the engine and the first motor,
A hybrid vehicle comprising:
The control means controls the notifying means so that the driver is informed of information for prompting a stop when the storage ratio of the battery reaches a threshold value or more during execution of the predetermined control, and then stops. Then, the fuel injection of the engine is stopped and the engine and the first motor are controlled so that the engine is motored by the first motor, thereby discharging the battery.
It is characterized by that.

  In the hybrid vehicle of the present invention, when power cannot be input / output from the second motor to the drive shaft, only the torque output from the engine to the drive shaft via the planetary gear with the output of the power generation torque from the first motor. A predetermined control for controlling the engine and the first motor is executed so that the vehicle travels. Then, when the storage ratio of the battery reaches a threshold value or more during execution of the predetermined control, the notification means is controlled so that the driver is notified of information for urging the vehicle to stop. And if it stops after that, it will discharge from a battery by controlling an engine and a 1st motor so that a fuel injection of an engine is stopped and an engine is motored by a 1st motor. Thereby, it can suppress more that a battery becomes overcharge. As a result, after the discharge control is finished, the traveling by the predetermined control can be resumed. Here, “stop” includes not only when the shift position is the parking position but also when the shift position is the neutral position or the traveling position and the vehicle speed is 0 and the brake is on.

  In such a hybrid vehicle, the control means, when discharging from the battery by motoring of the engine by the first motor, when the storage ratio reaches a second threshold value lower than the threshold value, It may be a means for terminating motoring of the engine by one motor.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is explanatory drawing which shows an example of the alignment chart which shows the dynamic relationship between the rotation speed and torque in the rotation element of the planetary gear 30 in HV driving mode. It is explanatory drawing which shows an example of the alignment chart which shows the dynamic relationship between the rotation speed and torque in the rotation element of the planetary gear 30 in direct travel mode. It is a flowchart which shows an example of the control routine after the predetermined transition performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the alignment chart which shows the dynamic relationship between the rotation speed and torque in the rotation element of the planetary gear 30 in discharge mode.

  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. The hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as HVECU) 70, as shown. .

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

  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. . Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 from an input port. Examples of signals from various sensors include the following. A crank angle θcr from a crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22. The throttle opening TH from the throttle valve position sensor that detects the throttle valve position. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through an output port. Examples of various control signals include the following. Drive signal to the fuel injection valve. Drive signal to the throttle motor that adjusts the throttle valve position. Control signal to the ignition coil integrated with the igniter. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 controls the operation of the engine 22 by a control signal from the HVECU 70. Further, the engine ECU 24 outputs data relating to the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank angle θcr detected by the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 38 a and 38 b via a differential gear 37. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

  The motor MG1 is configured as a synchronous generator motor, for example, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. The motors MG1 and MG2 are rotationally driven by switching control of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as motor ECU) 40.

  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. . Signals from various sensors necessary for driving and controlling the motors MG1, MG2 are input to the motor ECU 40 via the input port. Examples of signals from various sensors include the following. Rotation positions θm1 and θm2 from rotation position detection sensors 43 and 44 that detect the rotation positions of the rotors of the motors MG1 and MG2. Phase current from a current sensor that detects current flowing in each phase of motors MG1 and MG2. The motor ECU 40 outputs a switching control signal to a switching element (not shown) of the inverters 41 and 42 through an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls driving of the motors MG1 and MG2 by a control signal from the HVECU 70. In addition, motor ECU 40 outputs data relating to the driving state of motors MG1 and MG2 to HVECU 70 as necessary. The motor ECU 40 calculates 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 detected by the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the inverters 41 and 42 via a power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52.

  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. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of signals from various sensors include the following. The battery voltage Vb from the voltage sensor 51a installed between the terminals of the battery 50. The battery current Ib from the current sensor 51b attached to the output terminal of the battery 50. The battery temperature Tb from the temperature sensor 51c attached to the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 outputs data relating to the state of the battery 50 to the HVECU 70 as necessary. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib detected by the current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

  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. Signals from various sensors are input to the HVECU 70 via input ports. Examples of signals from various sensors include the following. 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. 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 that detects the amount of depression of the brake pedal 85. Vehicle speed V from the vehicle speed sensor 88. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port. The HVECU 70 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, the shift position SP detected by the shift position sensor 82 includes a parking position (P position) used during parking, a reverse position (R position) for reverse travel, and a neutral position ( N position) and forward drive position (D position).

  The hybrid vehicle 20 of the embodiment configured in this way travels in a travel mode such as a hybrid travel mode (HV travel mode), an electric travel mode (EV travel mode), and a direct travel mode. The HV traveling mode is a traveling mode in which traveling is performed with the operation of the engine 22 and the driving of the motors MG1 and MG2. The EV traveling mode is a traveling mode in which the engine 22 is stopped and the motor MG2 is driven to travel. The direct travel mode is a mode in which the driving of the motor MG2 is stopped and the driving of the engine 22 and the driving of the motor MG1 are performed. The direct travel mode is a travel mode that is selected mainly when a predetermined transition condition is established in which an abnormality occurs in the motor MG2 or the inverter 42 and the drive shaft 36 cannot be input / output from the motor MG2. The abnormality determination of the motor MG2 and the inverter 42 is performed by, for example, determining whether or not the current flowing through the motor MG2 or the inverter 42 is a value corresponding to the torque command Tm2 *, or the temperature of the motor MG2 or the inverter 42 is the allowable upper limit temperature. It can be performed by determining whether or not the number is exceeded.

  In the HV travel mode, first, the HVECU 70 is requested for travel (to be output to the drive shaft 36) based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Set Tr *. Subsequently, the set power demand Tr * is multiplied by the rotational speed Nr of the drive shaft 36 to calculate the travel power Pdrv * required for travel. Here, as the rotational speed Nr of the drive shaft 36, the rotational speed Nm2 of the motor MG2 or the rotational speed obtained by multiplying the vehicle speed V by a conversion factor can be used. Then, the required power Pe * required for the vehicle is calculated by subtracting the required charge / discharge power Pb * of the battery 50 (a positive value when discharging from the battery 50) from the travel power Pdrv *.

  Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are set using the required power Pe * and the operation line of the engine 22 (for example, the fuel efficiency optimum operation line). Subsequently, the torque command Tm1 * of the motor MG1 is set by the rotational speed feedback control for setting the rotational speed Ne of the engine 22 to the target rotational speed Ne *. Then, the torque (−Tm1 * / ρ) is subtracted from the required torque Tr * to set a torque command Tm2 * for the motor MG2. The torque (−Tm1 * / ρ) is a torque that is output from the motor MG1 and acts on the drive shaft 36 via the planetary gear 30 when the motor MG1 is driven with the torque command Tm1 *. FIG. 2 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 in the HV traveling mode. In the figure, the left S-axis indicates the rotation speed of the sun gear, which is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier, which is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed Nm2 of the motor MG2. The rotation speed Nr of the ring gear (drive shaft 36) is shown. In the figure, a thick arrow on the R axis indicates a torque output from the motor MG1 and acting on the drive shaft 36 via the planetary gear 30, and a torque output from the motor MG2 and acting on the drive shaft 36. . The torque command Tm2 * of the motor MG2 can be easily derived by using this alignment chart.

  When the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24. At the same time, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotational speed Ne * and the target torque Te * of the engine 22, the engine ECU 24 controls the intake air amount of the engine 22 so that the engine 22 is operated based on the target rotational speed Ne * and the target torque Te *. And fuel injection control and ignition control. When motor ECU 40 receives torque commands Tm1 * and Tm2 * of motors MG1 and MG2, motor ECU 40 performs switching control of switching elements of inverters 41 and 42 so that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *. .

  In the EV travel mode, the HVECU 70 first sets the required torque Tr * as in the HV travel mode. Subsequently, a value 0 is set in the torque command Tm1 * of the motor MG1. Then, the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the drive shaft 36. Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When motor ECU 40 receives torque commands Tm1 * and Tm2 * of motors MG1 and MG2, motor ECU 40 performs switching control of switching elements of inverters 41 and 42 so that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *. .

  In the direct travel mode, the HVECU 70 first sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V. In the embodiment, the required torque Tr * is set to a sufficiently small torque as compared with the HV traveling mode. Subsequently, the required torque Tr * is multiplied by the gear ratio ρ of the planetary gear 30 and the sign is further inverted to set the torque command Tm1 * of the motor MG1. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 in the direct travel mode. The torque command Tm1 * of the motor MG1 can be easily derived by using this alignment chart.

  Then, a relatively small rotational speed is set as the target rotational speed Ne * of the engine 22. Then, the target rotational speed Ne * of the engine 22 is transmitted to the engine ECU 24, and the torque command Tm1 * of the motor MG1 is transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotational speed Ne * of the engine 22, the engine ECU 24 performs intake air amount control, fuel injection control, ignition control, etc. of the engine 22 so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne *. When motor ECU 40 receives torque command Tm1 * of motor MG1, motor ECU 40 performs switching control of the switching element of inverter 41 so that motor MG1 is driven by torque command Tm1 *. In this case, the torque (hereinafter referred to as direct torque) that acts on the drive shaft 36 from the engine 22 via the planetary gear 30 with the output of the power generation torque from the motor MG1 (rotation speed Nm1 and thus torque in the direction of decreasing the rotation speed Ne). ) Can only drive. In the direct travel mode, unlike the HV travel mode, power cannot be consumed by the motor MG2. For this reason, the battery 50 is charged with the electric power generated by the motor MG1. In order to suppress charging of the battery 50, it is conceivable to drive an auxiliary machine (not shown) connected to the power line 54 to consume the generated power of the motor MG1. Even in this case, when the power generated by the motor MG1 cannot be sufficiently consumed by the auxiliary machine, the surplus power is charged in the battery 50. In the embodiment, as described above, the required torque Tr * in the direct travel mode is made sufficiently smaller than the required torque Tr * in the HV travel mode. As can be seen from the collinear charts of FIGS. 2 and 3, the first reason is that, in the direct travel mode, the upper limit of the torque that can be output to the drive shaft 36 to stop driving the motor MG2 is different from the HV travel mode. This is because becomes smaller. The second reason is to reduce the magnitude of the power generation torque of the motor MG1 and suppress the increase in the storage ratio SOC of the battery 50.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation after the above-described predetermined transition condition is satisfied and the mode is shifted to the direct travel mode will be described. FIG. 4 is a flowchart illustrating an example of a predetermined post-transition control routine executed by the HVECU 70 of the embodiment. This routine is executed when a predetermined transition condition is satisfied.

  When the control routine after the predetermined transition is executed, the HVECU 70 starts the direct travel mode and starts reporting the direct travel mode information indicating the direct travel mode (step S100). The control method of the engine 22 and the motor MG1 in the direct travel mode has been described above. The notification of the direct drive mode information can be performed, for example, by displaying a message such as “output is being restricted” on the display 90.

  Subsequently, the storage ratio SOC of the battery 50 is input (step S110). Subsequently, the input power storage ratio SOC of the battery 50 is compared with a threshold value Sref1 (step S120). Here, the threshold value Sref1 is a threshold value used for determining whether or not the battery 50 is likely to be fully charged. As this threshold value Sref1, a value slightly lower than the storage ratio SOC corresponding to the full charge of the battery 50, for example, 70% or 75% is used.

  When the storage ratio SOC of the battery 50 is smaller than the threshold value Sref1, the process returns to step S110. In this case, the travel in the direct travel mode is continued. When the storage ratio SOC of the battery 50 reaches the threshold value Sref1 or more, notification of information that prompts the driver to park (hereinafter referred to as parking proposal information) is started (step S130). Notification of parking proposal information is a message such as "The battery will soon be fully charged and you will not be able to run. To discharge the battery, please stop in a safe place and operate in the P position." Is displayed on the display 90.

  Next, the vehicle speed V and the shift position SP are input (step S140). As the vehicle speed V, a value detected by the vehicle speed sensor 88 is input. As the shift position SP, the position detected by the shift position sensor 82 is input.

  When the data is thus input, it is determined whether or not the vehicle speed V is 0 (step S150), and it is determined whether or not the shift position SP is the P position (step S160).

  When the vehicle speed V is greater than 0 in step S150, or when the shift position SP is not the P position in step S160, the process returns to step S110. In this way, the processes of steps S110 to S160 are repeatedly executed, and in steps S150 and S160, when the vehicle speed V is 0 and the shift position SP is the P position, the direct travel mode is terminated and the direct travel mode information and The notification of parking proposal information is terminated (step S170).

  Then, the discharge mode information is started and notification of the discharge mode information indicating the discharge mode is started (step S180). In the discharge mode, the HVECU 70 transmits a fuel injection stop command for the engine 22 to the engine ECU 24 and transmits a motoring command for motoring the engine 22 to the motor ECU 40. The engine ECU 24 stops the fuel injection of the engine 22. The motor ECU 40 performs switching control of the switching element of the inverter 41 so that the engine 22 is motored by the motor MG1. FIG. 5 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 in the discharge mode. Thereby, the electric power used for driving motor MG1 can be discharged from battery 50. As a result, the storage rate SOC of the battery 50 can be reduced. That is, it is possible to further suppress the battery 50 from being overcharged. Moreover, since the battery 50 is discharged by motoring the engine 22 by the motor MG1, it can be discharged from the battery 50 with a larger electric power than that discharged from the battery 50 by an auxiliary device (not shown). As a result, the storage rate SOC of the battery 50 can be reduced more quickly. At this time, the torque output from the motor MG1 acts on the drive shaft 36 via the planetary gear 30. However, when the shift position SP is the parking position, the driving wheels 38a and 38b are locked by a parking mechanism (not shown), so that the driving wheels 38a and 38b can be prevented from rotating (the vehicle moving). For example, the discharge mode information can be notified by displaying a message such as “During discharging. Please stop as it is” on the display 90.

  Next, the storage ratio SOC of the battery 50 is input (step S190), and the storage ratio SOC of the battery 50 is compared with a threshold value Sref2 that is smaller than the threshold value Sref1 (step S200). Here, the method for inputting the storage ratio SOC of the battery 50 has been described above. The threshold value Sref2 is a threshold value used for determining whether or not the discharge mode (discharge of the battery 50) may be terminated. For example, 45% or 50% is used as the threshold value Sref2.

  When the storage ratio SOC of the battery 50 is larger than the threshold value Sref2, the process returns to step S190. When the storage ratio SOC of the battery 50 reaches the threshold value Sref2 or less, the discharge mode is terminated and the notification of the discharge mode information is terminated (step S210). Then, the direct travel mode is resumed, and notification of direct travel resume information indicating that the direct travel mode is resumed is started (step S220), and this routine is terminated. Notification of direct travel resumption information can be performed by, for example, displaying a message such as “running is possible. Thereafter, the total travelable distance can be made longer by repeating the travel in the direct travel mode and the discharging of the battery 50 at the parking position.

  In the hybrid vehicle 20 of the embodiment described above, when the power cannot be input / output from the motor MG2 to the drive shaft 36, the engine 22 and the motor MG1 are controlled so as to run only by the direct torque of the engine 22. Drive in direct drive mode. When the power storage ratio SOC of the battery 50 reaches the threshold value Sref1 or more during traveling in the direct traveling mode, parking suggestion information that prompts the driver to park is notified. When the vehicle is parked thereafter, the fuel injection of the engine 22 is stopped and the battery 50 is discharged by controlling the engine 22 and the motor MG1 so that the engine 22 is motored by the motor MG1. Thereby, it can suppress more that the battery 50 becomes overcharge.

  In the hybrid vehicle 20 of the embodiment, when the vehicle speed V is 0 and the shift position SP is the P position in the direct travel mode, the battery 22 is obtained by motoring the engine 22 that has stopped fuel injection by the motor MG1. Was to be discharged. However, when the shift position SP is the N position, the D, R position, the vehicle speed V is 0, and the brake is on (when the drive wheels 38a, 38b are locked), the engine 22 that has stopped fuel injection is used. The battery 50 may be discharged by motoring with the motor MG1.

  In the hybrid vehicle 20 of the embodiment, various types of information are displayed on the display 90 for notification. However, in place of or in addition to displaying on the display 90, notification may be performed by outputting sound through a speaker (not shown).

  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 engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “first motor”, the planetary gear 30 corresponds to the “planetary gear”, the motor MG2 corresponds to the “second motor”, and the battery 50 Corresponds to “battery”, the display 90 corresponds to “notification means”, and the HVECU 70, the engine ECU 24, and the motor ECU 40 correspond to “control means”.

  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. In other words, the interpretation of the invention described in the column of means for solving the problem 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 problem. 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 hybrid vehicles.

  20 Hybrid Vehicle, 22 Engine, 23 Crank Position Sensor, 24 Electronic Control Unit for Engine (Engine ECU), 26 Crankshaft, 30 Planetary Gear, 36 Drive Shaft, 37 Differential Gear, 38a, 38b Drive Wheel, 40 Electronic Control Unit for Motor (Motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 54 power line, 52 battery electronic control unit (battery ECU), 70 hybrid Electronic control unit (HV ECU) 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, 90 Display, MG1, MG2 motor.

Claims (1)

Engine,
A first motor capable of inputting and outputting power;
Three rotating elements are connected to the rotating shaft of the first motor, the output shaft of the engine, and the driving shaft connected to the axle so that the rotating shaft, the output shaft, and the driving shaft are arranged in this order in the alignment chart. Planetary gear,
A second motor capable of inputting and outputting power to the drive shaft;
A battery capable of exchanging electric power with the first motor and the second motor;
An informing means for informing the information;
When power cannot be input / output from the second motor to the drive shaft, the vehicle travels only by the torque output from the engine to the drive shaft via the planetary gear with the output of power generation torque from the first motor. Control means for executing a predetermined control for controlling the engine and the first motor,
A hybrid vehicle comprising:
The control means controls the notifying means so that the driver is informed of information for prompting a stop when the storage ratio of the battery reaches a threshold value or more during execution of the predetermined control, and then stops. Then, the fuel injection of the engine is stopped and the engine and the first motor are controlled so that the engine is motored by the first motor, thereby discharging the battery.
A hybrid vehicle characterized by that.

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