JP2017132280A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly stop an engine even if communication between a plurality of control devices which are used for a start of the engine is impossible.SOLUTION: An engine ECU performs control processing which includes: a step (S104) for performing output constant control when an engine is in operation (YES at S102) at a communication abnormality (YES at S100); a step (S108) for performing fuel cut control when an engine rotational speed Ne is higher than a threshold N3 (YES at S114), and also when a continuation time T is longer than a threshold T1 (YES at S116) after a prescribed time elapses after the occurrence of the communication abnormality (YES at S106); and a step (S116) for continuing the output constant control when the engine rotational speed Ne is equal to or lower than N3 (NO at S114), or when the continuation time T is equal to or shorter than the threshold T1 (NO at S116).SELECTED DRAWING: Figure 2

Description

  The present invention relates to control of a hybrid vehicle that uses a plurality of control devices to start an engine, and more particularly, to engine stop control when communication between the plurality of control devices is not possible.

  Japanese Patent Laid-Open No. 2014-231244 (Patent Document 1) discloses that when communication between an engine ECU (Electronic Control Unit) mounted on a hybrid vehicle and an HV-ECU becomes abnormal in at least one direction, HV- A technique for stopping the operation of the engine in response to a command from the ECU is disclosed.

JP 2014-231244 A

  As disclosed in Patent Document 1, when a communication abnormality occurs between an engine ECU that controls an engine of a hybrid vehicle and an HV-ECU that controls a motor, the operation of the engine is stopped. Depending on the SOC (State Of Charge) of the battery that supplies power, there may be a case where a sufficient travel distance cannot be ensured during retreat travel.

  Therefore, it is conceivable to secure a travel distance by driving or generating electricity using the engine by continuing the operation of the engine even when communication abnormality occurs. On the other hand, for example, by stopping the torque output of the motor connected to the output shaft of the engine by the HV-ECU and increasing the engine rotational speed beyond the threshold value, the intention of stopping the engine is given to the engine ECU even when there is a communication abnormality. It is possible to make it recognize.

  However, the torque output of the motor may be stopped even when the neutral position is temporarily selected during the shift position change, regardless of the presence or absence of communication abnormality. In this case, the engine operation may be stopped even if the engine stop is not requested.

  The present invention has been made to solve the above-described problem, and provides a hybrid vehicle that appropriately stops an engine even when communication cannot be performed between a plurality of control devices used for starting the engine.

  A hybrid vehicle according to an aspect of the present invention mechanically connects an engine, a first motor generator, a second motor generator connected to an axle, an engine, a first motor generator, and a second motor generator. A planetary gear mechanism that controls the operation of the engine, a first control device that controls the operation of the engine, a second motor generator, and a second motor generator. And a control device. The first control device operates the engine so that the output of the engine becomes a predetermined output when the engine is operated at the time of communication abnormality in which communication between the first control device and the second control device cannot be performed. . The second control device stops the torque output of the first motor generator when the shift position is the neutral position. The second control device operates the first motor generator so that the engine rotation speed is within a predetermined range when the engine is operated when communication is abnormal. The second control device stops the torque output of the first motor generator when stopping the operation of the engine when the communication is abnormal. The first control device stops fuel injection in the engine when a state where the engine rotational speed is outside the predetermined range at the time of communication abnormality continues until a predetermined time elapses.

  For example, when the neutral position is temporarily selected in the process of changing the shift position from the drive position to the parking position, the torque output of the first motor generator may be stopped. For this reason, the engine rotation speed may be outside a predetermined range. In such a case, if the stop of the torque output of the first motor generator is resolved by changing from the neutral position to the parking position, the engine speed is set again in advance until a predetermined time elapses. It is possible to control within the range. Therefore, the stop of fuel injection due to the change of the shift position can be suppressed. That is, it is possible to suppress the engine operation from stopping when the engine stop is not requested. On the other hand, when stopping the operation of the engine at the time of communication abnormality, the torque output of the first motor generator is stopped, and a state in which the engine rotation speed is outside the predetermined range is elapsed until a predetermined time elapses. By continuing the operation, the operation of the engine can be stopped.

  According to the present invention, it is possible to provide a hybrid vehicle that appropriately stops an engine even when communication cannot be performed between a plurality of control devices used for starting the engine.

1 is a schematic diagram showing a configuration of a hybrid vehicle according to an embodiment. It is a flowchart which shows the control processing performed by engine ECU mounted in the hybrid vehicle which concerns on this Embodiment. 4 is a timing chart for explaining the operation of an engine ECU mounted on the hybrid vehicle according to the present embodiment.

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

  With reference to FIG. 1, an overall block diagram of hybrid vehicle 1 (hereinafter simply referred to as vehicle 1) according to the present embodiment will be described. The vehicle 1 includes a transmission 8, an engine 10, a drive shaft 17, a differential gear 18, a PCU (Power Control Unit) 60, a battery 70, drive wheels 72, a shift lever 76, an HV-ECU 200, Engine ECU 300.

  The engine 10 is an internal combustion engine such as a gasoline engine or a diesel engine, and is controlled based on a control signal S 1 from the engine ECU 300. Engine 10 includes an engine rotation speed sensor 100, a fuel injection device 102, and an ignition device 104.

  The engine rotation speed sensor 100 detects the rotation speed Ne (hereinafter referred to as engine rotation speed) Ne of the engine 10. The engine rotation speed sensor 100 transmits a signal indicating the detected engine rotation speed Ne to the engine ECU 300. The engine speed sensor 100 is provided at a position facing the crankshaft of the engine 10, for example.

  In the present embodiment, engine 10 includes a plurality of cylinders (not shown). The fuel injection device 102 is provided in the intake port of each cylinder. An ignition device 104 is provided at each of the tops of the plurality of cylinders. Note that the fuel injection device 102 may be provided in each of the plurality of cylinders.

  For engine 10 having such a configuration, engine ECU 300 injects an appropriate amount of fuel into each of the plurality of cylinders at an appropriate time, or stops fuel injection into the plurality of cylinders. By doing so, the fuel injection amount of each of the plurality of cylinders is controlled.

  The transmission 8 includes an input shaft 15, an output shaft 16, a first motor generator (hereinafter referred to as a first MG) 20, a second motor generator (hereinafter referred to as a second MG) 30, and a power split device 40. Including. The input shaft 15 of the transmission 8 is connected to the crankshaft of the engine 10. The output shaft 16 of the transmission 8 is connected to the drive wheel 72 via the differential gear 18 and the drive shaft 17.

  First MG 20 and second MG 30 are, for example, three-phase AC rotating electric machines. First MG 20 and second MG 30 are driven by PCU 60.

  First MG 20 has a function as a generator (power generation device) that generates power using the power of engine 10 divided by power split device 40 and charges battery 70 via PCU 60. Further, first MG 20 receives electric power from battery 70 and rotates a crankshaft that is an output shaft of engine 10. Thus, the first MG 20 has a function as a starter for starting the engine 10.

  The first MG 20 is provided with an MG1 rotation speed sensor 22. The MG1 rotation speed sensor 22 detects the rotation speed Nm1 of the rotation shaft of the first MG 20. The MG1 rotation speed sensor 22 transmits a signal indicating the detected rotation speed Nm1 of the MG1 to the HV-ECU 200.

  Second MG 30 has a function as a driving motor that applies driving force to driving wheels 72 using at least one of the electric power stored in battery 70 and the electric power generated by first MG 20. Second MG 30 also has a function as a generator for charging battery 70 via PCU 60 using electric power generated by regenerative power generation during braking.

  The second MG 30 is provided with an MG2 rotational speed sensor 32. The MG2 rotation speed sensor 32 detects the rotation speed Nm2 of the rotation shaft of the second MG 30. The MG2 rotational speed sensor 32 transmits a signal indicating the detected rotational speed Nm2 of MG2 to the HV-ECU 200.

  Power split device 40 is configured to be able to split the power generated by engine 10 into a route to drive shaft 17 via output shaft 16 and a route to first MG 20. Power split device 40 is a planetary gear mechanism including sun gear S, carrier C, ring gear R, and pinion gear P, for example. Sun gear S is coupled to the rotor of first MG 20. Ring gear R is coupled to the rotor of second MG 30. The pinion gear P meshes with the sun gear S and the ring gear R. The carrier C holds the pinion gear P and is connected to the input shaft 15 so that the pinion gear P can rotate and revolve. Thus, engine 10, first MG 20, and second MG 30 are mechanically connected by power split device 40.

  Vehicle 1 having such a configuration travels by driving force output from at least one of engine 10 and second MG 30.

  PCU 60 converts the DC power supplied from battery 70 into AC power, and drives first MG 20 and second MG 30. PCU 60 converts AC power generated by first MG 20 and second MG 30 into DC power, and charges battery 70. For example, PCU 60 includes an inverter (not shown) for DC / AC power conversion, and a converter (not shown) for performing DC voltage conversion between the DC link side of the inverter and battery 70. Configured as follows.

  The battery 70 is a power storage device and is a rechargeable DC power source. As the battery 70, for example, a secondary battery such as a nickel metal hydride battery or a lithium ion battery is used. Battery 70 may be charged using electric power supplied from an external power source (not shown) in addition to being charged using electric power generated by first MG 20 and / or second MG 30 as described above. The battery 70 is not limited to a secondary battery, and may be a battery that can generate a DC voltage and can be charged, such as a capacitor, a fuel cell, or a solar cell.

  HV-ECU 200 estimates the remaining capacity of battery 70 (hereinafter referred to as SOC (State Of Charge)) based on the current, voltage, battery temperature, and the like of battery 70.

  The output shaft rotational speed sensor 14 detects the rotational speed Np of the output shaft 16. The output shaft rotation speed sensor 14 transmits a signal indicating the detected rotation speed Np to the HV-ECU 200. The HV-ECU 200 calculates the vehicle speed V based on the received rotational speed Np. The HV-ECU 200 may calculate the vehicle speed V based on the rotation speed Nm2 of the second MG 30 instead of the rotation speed Np.

  The HV-ECU 200 monitors the states of the first MG 20 and the second MG 30 based on the detection results of the MG1 rotation speed sensor 22 and the MG2 rotation speed sensor 32, generates a control signal for controlling the PCU 60, and the generated control The signal S2 is output to the PCU 60. HV-ECU 200 controls outputs (energization amount) of first MG 20 and second MG 30 by controlling PCU 60.

  The shift lever 76 is a lever for the user to select a shift position, and is provided at a position where the user seated in the driver's seat can operate. The shift lever 76 is configured to be movable along a shift gate (not shown). The shift gate is formed with a predetermined path through which the shift lever 76 can move, and a plurality of shift positions are associated with a plurality of positions on the path.

  The plurality of shift positions include, for example, a parking position (hereinafter referred to as P position), a reverse position (hereinafter referred to as R position), a neutral position (hereinafter referred to as N position), a drive position ( Hereinafter, it is described as D position). In the present embodiment, the shift gate is assumed to have a position corresponding to the N position between a position corresponding to the P position and a position corresponding to the D position on the path.

  The P position is a shift position for operating a parking lock mechanism that restricts the movement of the vehicle 1 during parking. The R position is a shift position for performing reverse travel of the vehicle 1. The N position is a shift position for putting the transmission 8 in a power cut-off state. The D position is a shift position for the vehicle 1 to travel forward.

  The shift position sensor 106 detects whether the shift lever 76 is in the P position, the R position, the N position, or the D position in the shift gate. Shift position sensor 106 transmits a signal indicating position SHT of shift lever 76 to HV-ECU 200.

  HV-ECU 200 controls the operation of first MG 20 and the operation of second MG 30 based on the shift position selected by shift lever 76. For example, when the D position is selected, the HV-ECU 200 operates the second MG 30 so that the vehicle 1 can travel, and uses the first MG 20 when determining that the engine 10 needs to be started. The engine 10 is started. For example, when the N position is selected, HV-ECU 200 stops the torque output of first MG 20 and second MG 30. In this case, even when the engine 10 is in operation, the power of the engine 10 is not transmitted to the drive wheels 72 and enters a power cut-off state.

  Engine ECU 300 is configured to be communicable with HV-ECU 200. Engine ECU 300 monitors the state of engine 10 based on the detection result of engine rotation speed sensor 100, and generates control signal S1 for controlling engine 10 based on a command signal from HV-ECU 200. The control signal S1 is output to the engine 10.

  Specifically, engine ECU 300 receives engine rotation speed Ne from engine rotation speed sensor 100 and outputs the value to HV-ECU 200. Further, engine ECU 300 controls fuel injection, ignition timing, valve timing, and the like of engine 10 such that engine 10 is driven at an operating point determined based on the engine required power determined by HV-ECU 200.

  The HV-ECU 200 controls the operation of the first MG 20 and the operation of the second MG 30 via the PCU 60, communicates with the engine ECU 300, and controls the engine 10 via the engine ECU 300 to control the entire vehicle 1. Control.

  For example, when the vehicle 1 is driven with the engine 10 stopped (that is, during EV traveling), when the starting condition of the engine 10 such that the SOC of the battery 70 is lower than a threshold value is satisfied, The engine 10 is started in cooperation with the HV-ECU 200 and the engine ECU 300.

  Specifically, HV-ECU 200 transmits a control signal indicating a start request of engine 10 to engine ECU 300 and cranks engine 10 using first MG 20 when a start condition of engine 10 is satisfied. . Engine ECU 300 operates a fuel pump (not shown) in response to a start request from HV-ECU 200 to increase the fuel pressure. The engine ECU 300 executes the ignition control using the ignition device 104 and the fuel injection control using the fuel injection device 102 at the timing when the engine rotation speed Ne becomes equal to or higher than the rotation speed at which the initial explosion is possible, thereby Make it work. The HV-ECU 200 ends the cranking using the first MG 20 after determining that the engine 10 has started based on the engine rotational speed Ne.

  In vehicle 1 having the above-described configuration, engine ECU 300 that controls the operation of engine 10 and HV-ECU 200 that determines whether engine 10 is required to start and controls the operations of first MG 20 and second MG 30 are divided. Is provided. For this reason, when there is an abnormality in communication between the engine ECU 300 and the HV-ECU 200, it is conceivable to stop the operation of the engine 10, but when the operation of the engine 10 is stopped, it is a drive motor. Depending on the SOC of the battery 70 that supplies power to the second MG 30, there may be a case where the travel distance during the retreat travel cannot be sufficiently secured.

  For this reason, it is conceivable that the travel distance is secured by driving or power generation using the engine by continuing the operation of the engine 10 even when a communication abnormality occurs.

  In the present embodiment, engine ECU 300 causes engine 10 to have a predetermined output when engine 10 is operated when there is a communication abnormality in which communication between engine ECU 300 and HV-ECU 200 is not possible. The engine 10 is operated.

  The HV-ECU 200 operates the first MG 20 so that the engine rotational speed Ne falls within a predetermined range when the engine 10 is operated when communication is abnormal. Moreover, HV-ECU 200 stops the torque output of first MG 20 when engine 10 is stopped when communication is abnormal. When the torque output of the first MG 20 is stopped, the engine rotational speed Ne increases, so that the engine ECU 300 requests the HV-ECU 200 to stop the engine 10 when the engine rotational speed Ne falls outside the predetermined range. Can recognize that Therefore, engine ECU 300 stops the operation of engine 10 by stopping fuel injection of engine 10.

  However, the torque output of the first MG 20 may be similarly stopped, for example, even when the N position is temporarily selected during the shift position change regardless of whether or not there is a communication abnormality. In this case, the operation of the engine 10 may stop even if the stop of the engine 10 is not requested.

  Therefore, in the present embodiment, when engine ECU 300 continues until a predetermined time elapses when engine rotation speed Ne is outside a predetermined range when communication is abnormal, fuel injection is performed in engine 10. It is characterized by stopping.

  If it does in this way, when stop of engine 10, such as change of a shift position, is not demanded, it can control that operation of engine 10 stops.

  With reference to FIG. 2, a control process executed by engine ECU 300 mounted on vehicle 1 according to the present embodiment will be described.

  In step (hereinafter, step is referred to as S) 100, engine ECU 300 determines whether or not the communication is abnormal. Engine ECU 300 transmits, for example, a command signal for generating a response signal to HV-ECU 200 when information from HV-ECU 200 cannot be continuously received for a predetermined time, or until a predetermined time elapses. When a response signal is not received from the HV-ECU 200, it is determined that the communication is abnormal. If it is determined that the communication is abnormal (YES in S100), the process proceeds to S102.

  In S102, engine ECU 300 determines whether engine 10 is operating or not. For example, engine ECU 300 performs fuel injection control and ignition control, and engine 10 is operating when engine speed Ne is higher than a threshold value for determining that it is operating. Judge that there is. If it is determined that engine 10 is operating (YES in S102), the process proceeds to S104.

  In S104, engine ECU 300 executes constant output control. The constant output control is control for setting the output of the engine 10 to a predetermined output. Engine ECU 300 calculates the necessary engine torque from the current engine speed Ne and a predetermined output. The engine ECU 300 calculates parameters for controlling the engine 10 such as a throttle opening and a fuel injection amount (fuel injection time) based on the calculated engine torque. Engine ECU 300 controls the operation of engine 10 according to the calculated parameters.

  In S106, engine ECU 300 determines whether or not a predetermined time has elapsed since the occurrence of the communication abnormality. The predetermined time is a time from when the constant output control is started until it is estimated that the engine speed Ne converges within a predetermined range.

  The predetermined range is a range in which the threshold value N1 is a lower limit value and the threshold value N3 is an upper limit value N3. The threshold value N1 is set to an engine speed Ne at which at least the operation of the engine 10 can be continued. The threshold value N1 is, for example, a rotation speed of about 1000 rpm. The threshold value N3 is a value that is at least larger than the threshold value N1, and is set so that the power generation amount during operation of the engine 10 does not become excessive. The threshold value N3 is, for example, a rotational speed of about 1500 rpm. The threshold value N1 and the threshold value N3 may be predetermined values, or according to the state of the engine 10 (for example, water temperature) or the state of the battery 70 (for example, SOC, battery temperature, etc.). It may be a set value.

  If it is determined that a predetermined time has elapsed since the occurrence of the communication abnormality (YES in S106), the process proceeds to S108.

  In S108, engine ECU 300 determines whether engine rotational speed Ne is smaller than threshold value N1 or not. If it is determined that engine speed Ne is smaller than threshold value N1 (YES in S108), the process proceeds to S110.

  In S110, engine ECU 300 executes fuel cut control for stopping fuel injection.

  When it is determined that engine speed Ne is equal to or higher than threshold value N1 (NO in S108), engine ECU 300 determines in S112 whether engine speed Ne is greater than threshold value N2. . The threshold value N2 is a value larger than the threshold value N3, and is a threshold value for determining whether or not the immediate execution of the fuel cut control is necessary. The threshold value N2 is, for example, a rotational speed around 2000 rpm.

  If it is determined that engine speed Ne is greater than threshold value N2 (YES in S112), the process proceeds to S110. On the other hand, when engine rotational speed Ne is determined to be equal to or lower than threshold value N2 (YES in S112), engine ECU 300 determines in S114 whether engine rotational speed Ne is greater than threshold value N3 or not. judge. If it is determined that engine speed Ne is greater than threshold value N3 (YES in S114), the process proceeds to S116.

  In S116, engine ECU 300 determines whether or not an elapsed time T from when it is determined that engine speed Ne is greater than threshold value N3 is greater than threshold value T1. For example, engine ECU 300 measures the elapsed time T by operating a timer when it is determined that engine speed Ne is greater than threshold value N3. If it is determined that elapsed time T is greater than threshold value T1 (YES in S116), the process proceeds to S110.

  If no communication abnormality has occurred (NO in S100), or if engine 10 is not operating (NO in S102), this process ends. If engine speed Ne is equal to or less than threshold value N3 (NO in S114), or if elapsed time T is equal to or less than threshold value T1 (NO in S116), the process proceeds to S118. In S118, engine ECU 300 continues the constant output control.

  The operation of engine ECU 300 of vehicle 1 according to the present embodiment based on the configuration and flowchart as described above will be described with reference to FIG.

  For example, it is assumed that the engine 10 is operating and the vehicle 1 is traveling with the D position selected as the shift position. It is assumed that communication is normal between HV-ECU 200 and engine ECU 300.

  If communication abnormality occurs between HV-ECU 200 and engine ECU 300 at time T (1) (YES in S100), engine 10 is in operation (YES in S102), so constant output control is executed. (S104). At this time, the HV-ECU 200 controls the first MG 20 so that the engine rotation speed Ne falls within a predetermined range.

  When engine ECU 300 determines at time T (2) that a predetermined time has elapsed since the occurrence of the communication abnormality (YES in S106), is engine speed Ne smaller than threshold value N1? It is determined whether or not (S108).

  When engine speed Ne is equal to or higher than threshold value N1 (NO in S108), is equal to or lower than threshold value N2 (NO in S112), and is equal to or lower than threshold value N3 (in S114) NO), the constant output control is continued (S118).

  Thereafter, when the vehicle 1 stops and the driver switches the shift lever from the D position to the P position, the shift position is temporarily switched to the N position at time T (3). Therefore, HV-ECU 200 stops the torque output of first MG 20. As a result, engine rotation speed Ne increases, and at time T (4), engine rotation speed Ne becomes greater than threshold value N3 (YES in S114).

  When the shift position is switched from the N position to the P position at time T (5), the stop of the torque output of the first MG 20 is released. Therefore, HV-ECU 200 controls first MG 20 again so that engine speed Ne falls within a predetermined range. As a result, the engine speed Ne decreases, and the engine speed Ne becomes equal to or lower than the threshold value N3 at time T (6) before the duration T becomes greater than the threshold value T1 (NO in S114). ). Thereby, the constant output control is continued (S118). Therefore, when the shift position is switched from the D position to the P position, the fuel injection of the engine 10 is suppressed from being stopped.

  On the other hand, when it is determined at time T (7) that HV-ECU 200 has a request to stop engine 10, torque output of first MG 20 is stopped, and engine rotational speed Ne increases. When engine speed Ne exceeds threshold value N2 at time T (8) (YES in S110), the execution flag for fuel cut control is turned on, and fuel cut control is executed (110). ). Therefore, the engine speed Ne is reduced to zero and the engine 10 is stopped.

  As described above, according to the vehicle 1 according to the present embodiment, the torque output of the first MG 20 is stopped by temporarily selecting the neutral position in the process of changing the shift position from the D position to the P position. In some cases, the engine rotational speed Ne is greater than the threshold value Ne3. However, by changing from the N position to the P position and canceling the stop of the torque output of the first MG 20, the engine speed Ne is kept within a predetermined range until the duration T becomes greater than the threshold value T. Can be controlled. Therefore, the stop of fuel injection due to the change of the shift position can be suppressed. That is, it is possible to prevent the operation of the engine 10 from stopping when the stop of the engine 10 is not requested. On the other hand, when the stop of the engine operation is requested when communication is abnormal, the torque output of the first MG 20 is stopped and the duration T becomes longer than the threshold value T1, or the engine speed Ne is set to the threshold value. When it becomes larger than N2, the fuel injection is stopped, and the operation of the engine can be stopped. Accordingly, it is possible to provide a hybrid vehicle that appropriately stops the engine even when communication cannot be performed between a plurality of control devices used for starting the engine.

Hereinafter, modifications will be described.
In the present embodiment, it has been described that the torque output of the first MG 20 is stopped when the N position is selected and when the engine 10 is requested to stop when communication is abnormal. For example, the first MG 20 and the power In the case where a clutch is provided between the split gear 40 and the sun gear S, the clutch may be released when the N position is selected or when the engine 10 is requested to stop when communication is abnormal.

  In the present embodiment, the present invention is applied when the position of the shift lever corresponding to the N position is provided between the position of the shift lever corresponding to the P position and the position of the shift lever corresponding to the D position. However, for example, the transmission 8 shifts the control state between a control state corresponding to the P position (parking lock state) and a control state corresponding to the D position (travelable state). In this case, the present invention may be applied to a case in which the control state corresponding to the N position (the torque output of the first MG 20 is stopped) is passed.

In addition, you may implement combining the above-mentioned modification, all or one part.
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.

  1 hybrid vehicle, 8 transmission, 10 engine, 14 output shaft rotational speed sensor, 15 input shaft, 16 output shaft, 17 drive shaft, 18 differential gear, 20, 30 motor generator, 22 MG1 rotational speed sensor, 32 MG2 rotational speed sensor , 40 power split device, 60 PCU, 70 battery, 72 drive wheel, 76 shift lever, 100 engine rotation speed sensor, 102 fuel injection device, 104 ignition device, 106 shift position sensor, 200 HV-ECU, 300 engine ECU.

Claims (1)

Engine,
A first motor generator;
A second motor generator coupled to the axle;
A planetary gear mechanism that mechanically connects the engine, the first motor generator, and the second motor generator;
A first control device for controlling the operation of the engine;
A second control device that controls the operation of the first motor generator and the operation of the second motor generator and determines whether the operation of the engine is required;
When the first control device operates the engine at the time of communication abnormality in which communication between the first control device and the second control device cannot be performed, the output of the engine becomes a predetermined output. To operate the engine,
When the shift position is the neutral position, the second control device stops the torque output of the first motor generator, and when the engine is operated when the communication is abnormal, the engine speed is predetermined. When the first motor generator is operated to be within a range and the operation of the engine is stopped when the communication is abnormal, the torque output of the first motor generator is stopped,
The first control device stops fuel injection in the engine when a state where the engine rotation speed is outside the predetermined range during the communication abnormality continues until a predetermined time elapses. Hybrid vehicle.

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